https://epg.modot.org/api.php?action=feedcontributions&user=Legged1&feedformat=atomEngineering_Policy_Guide - User contributions [en]2024-03-28T20:28:52ZUser contributionsMediaWiki 1.33.1https://epg.modot.org/index.php?title=Job_Special_Provisions&diff=53602Job Special Provisions2024-03-22T12:30:46Z<p>Legged1: </p>
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<div><div id="JSP-Provision"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable" <br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2401.docx NJSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||<br />
|-<br />
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023<br />
|}<br />
<br />
<div id="JSP-LPA"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting<br />
|- <br />
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||<br />
|}<br />
<br />
<div id="JSP-Packages"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages<br />
|-<br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|-<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|}</div>Legged1https://epg.modot.org/index.php?title=616.23_Traffic_Control_for_Field_Operations&diff=53521616.23 Traffic Control for Field Operations2024-03-06T21:57:34Z<p>Legged1: /* 616.23.2.5.7 Pavement Markings */ terminology</p>
<hr />
<div>[[image:616.23.jpg|left|205px]]<br />
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="380px" align="right" <br />
|-<br />
|EPG articles are not referenced as "sections" but as EPG XXX.X or "articles" to avoid confusion with MoDOT specs (which are contractually binding).<br />
|}<br />
[[:Category:132 Safety|Safety]] is one of MoDOT's values. To keep our work zones as safe as possible, MoDOT published the Traffic Control for Field Operations (TCFO) manual in 2002 and later incorporated the manual into EPG 616.23. It establishes minimum expectations for temporary traffic control measures on the state highway system and is valuable when developing a temporary traffic control plan for specific situations. <br />
<br />
Traffic Control for Field Operations is based upon Part 6 of [http://mutcd.fhwa.dot.gov/pdfs/2003r1/pdf-index.htm the ''Manual on Uniform Traffic Control Devices (MUTCD)''] as well as MoDOT policies and best practices. EPG 616.23 is applicable to maintenance operations performed on MoDOT right of way. In this article, "maintenance operation" shall include any field operation performed by a MoDOT employee.<br />
<br />
[[616.23 Traffic Control for Field Operations#616.23.2 Guidelines|Guidelines]] contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by the supervisor to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. [[616.23 Traffic Control for Field Operations#616.23.3 Typical Applications|Typical Applications]] contains the most common temporary traffic control plans needed for work accomplished within highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is set up.<br />
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<br />
<div id="Easily printable pdf. versions"></div><br />
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{|style="border:10px solid #ff9933; background:#ffffff" align="center" margin-right:1px width="690"<br />
|-<br />
! colspan="3" height="35" align="center" style="background:#ff9933" |<font size = 4.5>''[[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Easily printable pdf. versions of the TAs]]''<br />
|-<br />
|}<br />
<br />
<br />
Supervisors should exercise discretion in the application of these guidelines and typical applications, as deviations may be necessary due to conditions and requirements of a particular site or jurisdiction. Many variables, such as work location, work duration, work type, time of day, weather conditions, road type, geometrics, vertical and horizontal alignment, intersections, interchanges, traffic volumes, traffic mix and traffic speed affect the needs of each zone. Therefore, it may be necessary to modify, enhance or combine typical applications to provide adequate temporary traffic control for a particular situation. If a situation is encountered where none of the typical applications provided can be easily adapted for use, consult the appropriate engineering staff or their designee for assistance to develop a temporary traffic control plan specific to the field condition.<br />
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<br />
==616.23.1 Definitions==<br />
{|style="border:10px solid #ff9933;" width="775px" align="center" <br />
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'''Activity Area''' - Area of a temporary traffic control zone where work activity takes place. It is comprised of the work, traffic and buffer spaces.<br />
<br />
'''Advance Warning Area''' - Area of a temporary traffic control zone where traffic is informed of the upcoming temporary traffic control zone.<br />
<br />
'''Advance Warning Rail System''' - Three barricade rails installed to enhance a warning sign and flags.<br />
<br />
'''Area Lighting''' - Lighting used at night to guide traffic through the temporary traffic control zone.<br />
<br />
'''Annual Average Daily Traffic (AADT) ''' - Volume of vehicular traffic using a section of highway on an average day.<br />
<br />
'''Barricade''' - Temporary traffic control device consisting of one or three appropriately marked rails used to close, restrict or delineate all or a portion of the right of way.<br />
<br />
'''Barrier-Mounted Sign''' - Sign mounted on a temporary or permanent traffic barrier.<br />
<br />
'''Buffer Space''' - Area within the activity area free of equipment, material, and personnel used to provide lateral and/or longitudinal separation of traffic from the workspace or an unsafe condition.<br />
<br />
'''Channelizer''' - Temporary traffic control device used to guide traffic or delineate an unsafe condition.<br />
[[image:616.23.1 daytime.jpg|right|200px]]<br />
'''Crash Cushion''' - Temporary traffic control device used at fixed object and other desirable locations to reduce crash severity.<br />
<br />
'''Daytime/Daylight''' - Period of time from one-half hour after sunrise to one-half hour before sunset.<br />
<br />
'''Detour''' - Temporary rerouting of traffic onto an existing facility to avoid a temporary traffic control zone.<br />
<br />
'''Diversion''' - Rerouting of traffic around an activity area using a temporary roadway or portions of an existing parallel roadway.<br />
<br />
'''Divided Highway''' - Highway with physical separation of traffic in opposite directions.<br />
<br />
'''Downstream Taper''' - Visual cue to traffic that access back into a closed lane is available.<br />
<br />
'''Emergency Operation''' - Work involving the initial response to and repair/removal of safety concerns including Response Priority 1 items.<br />
<br />
'''Fine Sign''' - Regulatory sign indicating the applicability of additional fines in a temporary traffic control zone.<br />
<br />
'''Flag System''' – A flag bracket and two flag assemblies. Flags are used to enhance signs.<br />
<br />
'''Flagger''' - Person who provides temporary traffic control by assigning right of way.<br />
<br />
'''Flashing Arrow Panel''' - Temporary traffic control device with a pattern of elements capable of flashing displays (i.e. left/right arrow, double arrow, caution mode) used to provide warning or guidance to traffic.<br />
[[image:616.23.1 fleet warning light.jpg|right|200px|thumb|<center>'''Fleet Lighting'''</center>]]<br />
'''Fleet Lighting''' - Rotating or flashing lights used to increase the visibility of work-related vehicles and equipment in the temporary traffic control zone.<br />
<br />
'''Guide Sign''' - Sign showing route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information.<br />
<br />
'''High Speed''' - Posted speed of 50 mph and above.<br />
<br />
'''Highway''' - Any facility constructed for the purposes of moving traffic.<br />
<br />
'''Incident Area''' - Temporary traffic control zone where temporary traffic control devices are deployed in response to a traffic incident, natural disaster, special event, etc.<br />
<br />
'''Intermediate-Term Stationary Operation''' - Daytime work occupying a location from more than one daylight period up to 3 days or nighttime work occupying a location more than 60 minutes.<br />
<br />
'''Lane Taper''' - Temporary traffic control measure used to merge or shift traffic either left or right out of a closed lane.<br />
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'''Lateral Buffer Space''' - Obstacle-free area adjacent to the workspace or an unsafe condition that provides room for recovery of an errant vehicle.<br />
<br />
'''Lighting Device''' - Temporary traffic control device illuminating a portion of the roadway or supplementing other traffic control devices.<br />
<br />
'''Long-Term Stationary Operation''' - Work occupying a location longer than 3 days.<br />
<br />
'''Longitudinal Buffer Space''' - Obstacle-free area in advance of the work space or an unsafe condition that provides room for recovery of an errant vehicle.<br />
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'''Low Speed''' - Posted speed of 45 mph and below.<br />
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'''Low Volume''' - 500 or less AADT. The rule of thumb is to count the number of vehicles passing a single reference point over a five-minute period. If not more than three vehicles pass the reference point in that period, then the road can be considered low volume for the purpose of installing work zone traffic control.<br />
<br />
'''May''' - Indicates a permitted practice and carries no requirement or recommendation.<br />
<br />
'''Mobile Operation''' - Work on the roadway that moves intermittently or continuously.<br />
<br />
'''Motorized Traffic''' - Movement of vehicles and equipment on the roadway.<br />
<br />
'''Multilane Highway''' - Highway with two or more driving lanes in the same direction of travel.<br />
<br />
'''Nighttime''' - Period of time from one-half hour before sunset to one-half hour after sunrise.<br />
[[image:616.23.1 non-motorize 2013.jpg|right|300px]]<br />
'''Non-Motorized Traffic''' - Movement of pedestrians, bicycles, horse-drawn vehicles, etc. on roadway or within the right of way.<br />
<br />
'''One-Lane, Two-Way Taper''' - Temporary traffic control measure used to channelize traffic through an activity area occupying one lane of an undivided, two-lane roadway.<br />
<br />
'''[[:Category:620 Pavement Marking|Pavement Marking]]''' - Lines, markers, words and symbols affixed to the pavement surface to channelize and guide traffic.<br />
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'''Pilot Car''' - Vehicle used to guide a queue of vehicles through the temporary traffic control zone.<br />
<br />
'''[[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|<br />
Portable Changeable Message Signs (CMS)]]''' - Temporary traffic control device capable of displaying a variety of messages to traffic.<br />
<br />
'''Portable Sign''' - Sign mounted on temporary supports (e.g. self-driving post, easels, foldup stands, barricades, etc.).<br />
<br />
'''Post-Mounted Sign''' - Sign mounted on a non-portable post (e.g. perforated square steel tube, u-channel, wood, etc.).<br />
<br />
'''Protective Vehicle''' - Vehicle used to protect workers or work equipment from errant vehicles (e.g. pick up, dump truck, loader, etc.).<br />
<br />
[[903.5 Regulatory Signs|'''Regulatory Sign''']] - Sign giving notice of traffic laws or regulations.<br />
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'''Roadway''' - Portion of highway, including shoulders, intended for use by motorized traffic.<br />
<br />
[[941.3 Urban/Rural Designations|'''Rural''']] - Area generally characterized by lower volumes, higher speeds and fewer turning conflicts and conflicts with pedestrians. Includes unincorporated areas designated by community boards.<br />
<br />
[[616.18 Construction Inspection Guidelines for Sec 616# Safety Requirements (for Sec 616.3)| '''Safety Apparel''']] - [http://sharepoint/safety/csp/SitePages/PPE.aspx Personal protective equipment] worn by a worker to improve visibility (e.g. vests, hats, etc.).<br />
<br />
'''Shall''' - Indicates a required, mandatory, or specifically prohibitive practice. Shall statements are not to be modified or compromised based on engineering judgement or engineering study.<br />
<br />
'''Short Duration Operation''' - Daytime or nighttime work occupying a location up to 60 minutes.<br />
<br />
'''Short-Term Stationary Operation''' - Daytime work occupying a location more than 60 minutes, but less than 12 hours.<br />
<br />
'''Should''' - Indicates a recommended, but not mandatory, practice in typical situations. Deviations are allowed if engineering judgement or engineering study indicates the deviation to be appropriate.<br />
<br />
'''Shoulder Taper''' - Temporary traffic control measure used to close the shoulder.<br />
<br />
'''Sign''' - Traffic control device conveying a static message to traffic through words or symbols.<br />
<br />
'''Speed Limit''' - Maximum speed applicable to a section of highway as established by law.<br />
<br />
'''Stop Bar''' - Solid white pavement marking extending across an approach lane to indicate the point where traffic is to stop.<br />
<br />
'''Supplemental Warning Methods''' - Temporary traffic control enhancements used to increase the effectiveness of select temporary traffic control devices or the awareness of the entire temporary traffic control zone.<br />
<br />
'''Taper''' - Series of channelizers and/or pavement markings used to move traffic into the intended path.<br />
<br />
'''Temporary Traffic Barrier''' - Temporary traffic control device used to create a physical separation between traffic and the workspace, an unsafe condition, or non-motorized traffic.<br />
<br />
'''Temporary Traffic Control Device''' - Item used to regulate, warn or guide traffic through a temporary traffic control zone.<br />
<br />
'''Temporary Traffic Control Plan''' - Describes temporary traffic control measures to be used for moving traffic through a temporary traffic control zone.<br />
<br />
'''Temporary Traffic Control Signal''' - Temporary traffic control device used to assign right of way through automatic means.<br />
<br />
'''Temporary Traffic Control Zone''' - Section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, [[616.16 Law Enforcement Services|law enforcement]] or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device.<br />
<br />
'''Termination Area''' - Area of a temporary traffic control zone returning traffic to the normal path.<br />
<br />
'''Traffic''' - Highway user.<br />
<br />
'''Traffic Space''' - Area within the activity area in which traffic is routed through the activity area.<br />
<br />
'''Transition Area''' - Area of a temporary traffic control zone where traffic is redirected out of the normal path and into the traffic space.<br />
<br />
'''Traveled Way''' - Portion of roadway intended for the movement of motorized traffic.<br />
<br />
[[:Category:612 Impact Attenuators#612.1.1 Truck- and Trailer-Mounted Attenuators|'''Truck-Mounted Attenuator (TMA) ''']] - Device designed to attach to the rear of protective vehicles to absorb the impact of an errant vehicle or inattentive driver.<br />
<br />
'''Undivided Highway''' - Highway with no physical separation of traffic in opposite directions.<br />
<br />
'''Urban''' - Area within the limits of incorporated towns and cities where the posted speed is 60 mph or less.<br />
<br />
'''Vehicle-Mounted Sign''' - Sign mounted on a protective vehicle used in short duration and mobile operations or on a pilot car.<br />
<br />
'''Warning Sign''' - Sign giving notice of a situation or condition that might not be readily apparent.<br />
<br />
'''Work Duration''' - Length of time an operation occupies a location. <br />
<br />
'''Work Lighting''' - Lighting used at night to perform activities within the workspace.<br />
<br />
'''Work Location''' - Portion of right of way in which work is performed.<br />
<br />
'''Workspace''' - Area within the activity area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Channelizers usually delineate workspaces.<br />
<br />
'''Work Vehicle''' - Any vehicle by which work is performed.<br />
<br />
'''Work Zone''' - Temporary traffic control zone where temporary traffic control devices are deployed for construction, maintenance or utility- related work activities.<br />
<br />
'''Work Zone Length''' - Distance from last sign in the advance warning area to the last temporary traffic control device in the same direction or the last sign in the advance warning area in the opposing direction, whichever is longest.<br />
<br />
Refer to [[902.18 Glossary|EPG 902.18 Glossary]] for definitions of interchange, intersection and right of way.<br />
<br />
==616.23.2 Guidelines==<br />
{|style="border:10px solid #ff9933;" width="775px" align="center" <br />
|-<br />
|[[image:616.23.2.jpg|center|750px]]<br />
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<br />
The two purposes for establishing a temporary traffic control zone while working within the highway right of way are: 1) to provide for the safe and efficient movement of both motorized and non-motorized traffic through or around the workspace and 2) to provide protection for workers and equipment located within the workspace.<br />
<br />
Work in or adjacent to the highway does violate traffic expectations and is performed in vulnerable conditions. However, a properly designed and executed temporary traffic control plan will enable the temporary traffic control zone to provide the above noted functions in the most effective manner possible.<br />
<br />
===616.23.2.1 [[616.2 Fundamental Principles (MUTCD Chapter 6B)|Fundamental Principles]]===<br />
<br />
Motorized and non- motorized traffic and worker safety is an integral element of every incident management, maintenance, permit, and utility operation. Consideration of the following principles should enhance the safety performance of the temporary traffic control zone.<br />
<br />
:* Prepare a temporary traffic control plan and communicate it to all responsible parties prior to occupying the site.<br />
<br />
:* Provide those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.<br />
<br />
:* Employ the same basic safety principles used to design permanent roadways.<br />
<br />
:* Avoid frequent or abrupt geometric changes.<br />
<br />
:* Minimize delay and disruption.<br />
<br />
:* Schedule and coordinate operations according to [[616.25.MoDOT Work Zone Guidelines|MoDOT Work Zone Guidelines]].<br />
<br />
:* Provide adequate warning, delineation and channelization in advance of and through the affected area.<br />
<br />
:* Provide positive guidance.<br />
<br />
:* Provide for safe operation of work.<br />
<br />
:* Encourage the use of alternative routes.<br />
<br />
:* Assume drivers will only reduce their speeds if they clearly perceive a need to do so.<br />
<br />
:* Provide for reasonably safe passage of bicyclists and pedestrians.<br />
<br />
:* Provide recovery areas where practical.<br />
<br />
:* Coordinate operations with those having jurisdiction over any affected cross-streets, railroads or transit facilities.<br />
<br />
:* Ensure continuation of emergency services.<br />
<br />
:* Communicate with and provide reasonable accommodations for adjoining property owners.<br />
<br />
:* Ensure temporary traffic control devices used are effective, in good working order and reasonably consistent with the traffic control plan.<br />
<br />
:* Monitor performance of the temporary traffic control and modify as needed.<br />
<br />
:* Inspect and maintain temporary traffic control devices.<br />
<br />
:* Remove, cover or turn; and turn off all unnecessary temporary traffic control devices.<br />
<br />
:* Maintain a record of any crashes or incidents.<br />
<br />
:* Store unused equipment and material in such a manner to reduce the probability of being hit.<br />
<br />
:* Involve the media to assist in information dissemination.<br />
<br />
===616.23.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|Temporary Traffic Control Elements]]===<br />
<br />
====616.23.2.2.1 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.1 Temporary Traffic Control Plans (MUTCD Section 6C.01)|Temporary Traffic Control Elements]]====<br />
A traffic control plan describes temporary traffic control measures to be used for facilitating the movement of traffic through a temporary traffic control zone. They play a vital role in providing continuity of safe and efficient traffic flow when a work zone or an incident area temporarily disrupts normal traffic flow.<br />
<br />
Several temporary traffic control plans, referred to as typical applications, are presented in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|EPG 616.8 Typical Applications]]. These plans depict the most common applications of temporary traffic control devices used in highway-related operations.<br />
<br />
====616.23.2.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|Temporary Traffic Control Zone]]====<br />
<br />
A temporary traffic control zone is a section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, law enforcement, or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device. The zone may either be stationary or move as work progresses.<br />
<br />
A temporary traffic control zone consists of four basic components: advance warning, transition, activity and termination.<br />
<br />
The '''advance warning area''' is where traffic is informed of an upcoming temporary traffic control zone. It may vary from a single sign or rotating/strobe lights on a vehicle to a series of signs depending on the duration, location, and type of work. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.4 Advance Warning Area (MUTCD 6C.04)|EPG 616.3.4 Advance Warning Area]].<br />
<br />
The '''transition area''' is where traffic is redirected out of their normal path and into the traffic space. This is usually accomplished through the use of a series of channelizers placed in a taper across the portion of roadway to be closed. <br />
<br />
There are three types of tapers: shoulder, lane and one-lane, two-way. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.5 Transition Area (MUTCD 6C.05)|EPG 616.3.5 Transition Area]].<br />
<br />
The '''activity area''' is where work activity takes place. It is comprised of three spaces - work, traffic and buffer. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6 Activity Area (MUTCD 6C.06)|EPG 616.3.6 Activity Area]].<br />
<br />
The workspace is the area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Workspaces are usually delineated by channelizers or temporary barriers to exclude vehicles and pedestrians. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.1 Workspace|EPG 616.3.6.1 Workspace]].<br />
<br />
The traffic space is the area where traffic is routed through the activity area. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.2 Traffic Space|EPG 616.3.6.2 Traffic Space]].<br />
<br />
The buffer space is the area separating traffic from the workspace or an unsafe area. Since this area provides some recovery space for an errant vehicle, it should be kept free of any work activity, equipment, vehicles and material storage. There are two types of buffer spaces - longitudinal and lateral. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.3 Buffer Space|EPG 616.3.6.3 Buffer Space]].<br />
<br />
The '''termination area''' is where traffic is returned to their normal path. This area extends from the downstream end of the work area to the last temporary traffic control device. This area may include a downstream taper or a sign informing traffic they may return to normal operations (e.g. END ROAD WORK or Speed Limit). Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.7 Termination Area (MUTCD 6C.07)|EPG 616.3.7 Termination Area]].<br />
<br />
===616.23.2.3 [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|Pedestrian and Worker Safety]]===<br />
<br />
'''Pedestrian Considerations'''<br />
<br />
While the majority of temporary traffic control situations involve providing safe and efficient movement of motorized traffic, there are times when this function must also be extended to include pedestrians. In these instances, consideration of the following provisions, in addition to those previously noted in Fundamental Principles, should enhance the safe and efficient movement of pedestrians within the temporary traffic control zone.<br />
<br />
:* Separate pedestrian movements from the activity area and motorized traffic. In some cases, it may be necessary to use a physical barrier instead of channelizers to provide this separation.<br />
<br />
:* Provide a clearly delineated and usable travel path that nearly replicates the existing path.<br />
<br />
:* Provide advance notification of sidewalk closures to discourage unsafe pedestrian movements.<br />
<br />
:* Avoid accessing activity area across pedestrian paths.<br />
<br />
'''Worker Considerations'''<br />
<br />
Of equal importance to the safety of the motorized and non- motorized traffic navigating the temporary traffic control zone is the safety of the worker involved in activities within the zone. Therefore, it is important to comply with the following minimum requirements.<br />
<br />
:* Train field employees involved in the planning, set- up, operation, maintenance or removal of temporary traffic control to the level of their responsibility. For MoDOT employees, this typically requires the completion of both the [[616.20 Flagger Training|Flagger Training]] and [[616.21 Work Zone Technician Training|Work Zone Technician]] courses.<br />
<br />
:* Require workers to wear the appropriate [https://epg.modot.org/index.php/616.4_Pedestrian_and_Worker_Safety_(MUTCD_Chapter_6D) safety apparel] while in the temporary traffic control zone. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].<br />
<br />
:* Inspect and operate vehicles and equipment within the temporary traffic control zone appropriately. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].<br />
<br />
In addition to the above items and those previously noted in [[616.23 Traffic Control for Field Operations#616.23.2.1 Fundamental Principles|Fundamental Principles]], consideration of the following should enhance the safety and effectiveness of the workforce.<br />
<br />
:* Use physical barriers instead of channelizers to separate traffic from the activity area.<br />
<br />
:* Reduce speeds through the temporary traffic control zone.<br />
<br />
:* Use protective vehicles and truck mounted attenuators within the temporary traffic control zone to provide protection from errant vehicles.<br />
<br />
:* Close the road to traffic temporarily where traffic volumes are low and an adequate alternate route exists.<br />
<br />
:* Request assistance of law enforcement officials in patrolling the temporary traffic control zone.<br />
<br />
:* Provide adequate lighting to perform work activities within and guide traffic through the temporary traffic control zone.<br />
<br />
:* Heighten awareness of the temporary traffic control zone through the use of supplemental warning methods.<br />
<br />
:* Ensure workers are visible to equipment operators.<br />
<br />
:* Ensure signal person and equipment operator understand hand signals.<br />
<br />
===616.23.2.4 [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagger Control]]===<br />
<br />
For flagger guidance, see [[616.5 Flagger Control (MUTCD Chapter 6E)|EPG 616.5 Flagger Control]].<br />
<br />
===616.23.2.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Temporary Traffic Control Devices]]===<br />
<br />
Temporary traffic control devices are the medium through which traffic is informed of and guided through a temporary traffic control zone or otherwise protected from an unsafe condition. The most common devices include signs, portable changeable message signs, flashing arrow panels, channelizers, barricades, [[617.1 Temporary Traffic Barriers|temporary traffic barriers]], [[:Category:620 Pavement Marking|pavement markings]], lighting devices, temporary traffic signals, [[617.1 Temporary Traffic Barriers#617.1.3.3 Crash Cushion|crash cushions]], [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|protective vehicles and truck mounted attenuators]].<br />
<br />
Due to the placement of these devices in relation to traffic, these devices shall be crashworthy. This requires that all temporary traffic control devices comply with the crash test requirements of NCHRP 350 or MASH 2016.<br />
<br />
It may become necessary to ballast some of these devices to inhibit their movement due to natural and vehicle-induced wind in the field. This is particularly the case for portable sign supports and channelizers. Ballast shall be selected and installed such that the ballast itself does not become a hazard if impacted by a vehicle. When in doubt on ballasting, consult the device’s manufacturer for their recommendation.<br />
<br />
In order for these devices to perform the functions noted previously, they must command the public’s respect. This means the correct devices are installed according to the traffic control plan and they function as intended. Furthermore, the devices are maintained throughout the life of the operation and removed when no longer needed. Devices that are damaged or have lost their functionality should be replaced or, when acceptable, repaired. Refer to [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] for guidelines regarding acceptability of devices.<br />
<br />
====616.23.2.5.1 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|Signs]]====<br />
Temporary traffic control signs convey, in words and symbols, both general and specific messages used by motorized and non-motorized traffic to navigate the temporary traffic control zone safely and efficiently. Guidance is located in EPG 616.6.2. General Characteristics of Signs.<br />
<br />
=====616.23.2.5.1.1 [https://epg.modot.org/index.php/616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs Flags and Advance Warning Rail System]=====<br />
Guidance is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]]. <br />
<br />
=====616.23.2.5.1.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Sign Classification]]=====<br />
Temporary signs are classified into one of three types: regulatory, warning or guide. <br />
<br />
Regulatory signs give notice of traffic laws or regulations and indicate applicability of legal requirements that would not be readily apparent. These signs are generally rectangular in shape and have a black legend on white background. Noteworthy exceptions to this rule are the STOP, YIELD, DO NOT ENTER and WRONG WAY signs. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.5 Regulatory Sign Authority (MUTCD 6F.05)|EPG 616.6.5 Regulatory Sign Authority]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.6 Regulatory Sign Design (MUTCD 6F.06)|EPG 616.6.6 Regulatory Sign Design]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.7 Regulatory Sign Applications (MUTCD 6F.07)|EPG 616.6.7 Regulatory Sign Applications]]. <br />
<br />
Warning signs give notice to situations or conditions that might not be readily apparent. These signs are generally diamond-shaped and, when used in a temporary traffic control zone, have a black legend or symbol on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)|EPG 616.6.16 Warning Sign Function, Design and Application]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)|EPG 616.6.17 Position of Advance Warning Signs]].<br />
<br />
Guide signs indicate route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information. These signs come in different shapes and colors depending on type and purpose of the signing. However, special guide signs relating to the conditions of the temporary traffic control zone (e.g. RAMP OPEN, DETOUR, ROAD WORK NEXT XX MILES, etc.) are typically rectangular in shape and have a black legend on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55 Guide Signs]].<br />
<br />
=====616.23.2.5.1.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|Sign Design]]=====<br />
Details, descriptions, and ordering information for signs used for temporary traffic control are specified in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices]]. <br />
<br />
These signs may have a rigid or flexible substrate. Additional information is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|EPG 616.6.2.3 Sign Dimension]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]].<br />
<br />
Flags may be used to supplement these signs provided they do not block the sign face. Additional information located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]].<br />
<br />
=====616.23.2.5.1.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|Sign Installation]]=====<br />
Guidelines are located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]]. <br />
<br />
Recommended sign spacing is shown in [https://epg.modot.org/index.php/616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#Table_616.3.4_Recommended_Advance_Warning_Sign_Minimum_Spacing Recommended Advance Warning Minimum Spacing Table] in EPG 616.3.4. <br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3.3 Sign Mounting and Payment|EPG 616.6.3.3 Sign Mounting and Payment]].<br />
<br />
====616.23.2.5.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Portable Changeable Message Signs]]====<br />
<br />
Portable changeable message signs are temporary traffic control devices with the flexibility to display a variety of messages. These messages provide pertinent traffic operation and guidance information to the motorist. They serve as a supplement to, not as a replacement for or a repeat of, static temporary traffic control signing. In temporary traffic control applications, these units are generally mounted on a trailer.<br />
<br />
Some typical situations where portable changeable message sign use may be beneficial to temporary traffic control are as follows.<br />
<br />
:* Where the speed of traffic is expected to drop substantially.<br />
<br />
:* Where significant queuing and delay are expected.<br />
<br />
:* Where adverse environmental conditions exist.<br />
<br />
:* Where there are changes in alignment or surface conditions.<br />
<br />
:* Where there is a ramp, lane, or roadway closure.<br />
<br />
:* Where a crash or incident has occurred.<br />
<br />
:* Where traffic patterns change.<br />
<br />
Messages should consist of a maximum of two phases. Typically, these phases consist of three lines of eight characters. Techniques such as fading, exploding, dissolving, moving, or scrolling text shall not be used. The entire message cycle should be readable to traffic at least twice while traveling at the posted speed. Messages should be programmed prior to deployment of the unit to the field. Consideration of the following guidelines will assist in designing a message.<br />
<br />
:* Each phase should convey a single thought.<br />
<br />
:* If the message can be displayed in one phase, the top line should present the problem, the center should present the location or distance ahead, and the bottom line should present the recommended driver action.<br />
<br />
:* The message should be as brief as possible.<br />
<br />
:* When a message is longer than two phases, additional portable changeable message signs should be used.<br />
<br />
:* When abbreviations are used, they should be easily understood.<br />
<br />
Signs should be located to provide traffic with ample warning of any conditions ahead or actions they may need to perform.<br />
<br />
It is preferable to locate signs off to the right of any usable portion of the roadway. Where field conditions do not allow for this placement, the signs may be located on the outside shoulder of the roadway or within the median where field conditions do not allow for deployment on the outside shoulder. A minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the traveled way, is recommended.<br />
<br />
If multiple signs are used, the signs should be located on the same side of the road and separated according to the sign spacing chart.<br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the roadway, is recommended.<br />
<br />
When deployed, the sign shall be sighted and aligned with approaching traffic to ensure visibility of the message.<br />
<br />
Five channelizers should be used to delineate each sign. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft. For a sign located in the median, the sign should be delineated from both directions.<br />
<br />
====616.23.2.5.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.61 Arrow Boards (MUTCD 6F.61)|Flashing Arrow Panels]]====<br />
<br />
Flashing arrow panels are temporary traffic control devices with a matrix of elements capable of flashing displays. The devices are intended to provide additional warning and directional information to assist in traffic movement through or around a temporary traffic control zone. These units may be either trailer- or truck-mounted. However, truck- mounted units are preferred in mobile operations.<br />
<br />
The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units. Panels for both units shall include 15 yellow elements.<br />
<br />
Panels may be operated in one of three operating modes: arrow, double arrow and caution. The arrow and double arrow modes are used for stationary or moving lane closures on multilane highways. The arrow mode is used when traffic has no choice but to go left or right while the double arrow mode is used when traffic has the choice to go left or right. The caution mode is used for shoulder work, blocking the shoulder, work within a lane where the lane is not closed, and lane closures on two-lane, undivided highways. When used during night operations, these displays shall be dimmed by 50 percent.<br />
<br />
For stationary lane closures, the panel should be deployed on the shoulder or within an adjacent closed lane at the beginning of the lane or one-lane, two-way taper. Where adequate space or the temporary traffic control plan does not permit this placement, the unit may be placed within the taper of the closed lane. When closing multiple lanes, a separate unit shall be used to close each lane.<br />
<br />
For moving lane closures on two-lane, undivided highways, the panel shall be deployed within the lane to be closed.<br />
<br />
For moving lane closures on multi-lane highways, one panel should be deployed on the shoulder and another shall be deployed within the lane to be closed. Where adequate space does not permit deployment of the unit on the shoulder, the unit may be positioned partially in the lane to be closed. When an interior lane is being closed by itself, both units shall be deployed within the lane to be closed. When closing multiple lanes, a separate unit shall be used to close each lane.<br />
<br />
A minimum lateral clearance of three feet, measured horizontally from the edge of the panel to the edge of the traveled way, is recommended for trailer-mounted units deployed as specified in the previous paragraphs.<br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the panel to the roadway, is recommended for trailer-mounted units. For truck-mounted units, the panel mounting height should be as high as practical.<br />
<br />
When deployed, the panel shall be sighted and aligned with approaching traffic to ensure visibility of the display.<br />
<br />
Except when panels are located behind a taper or are truck- mounted, five channelizers should be used to delineate each panel. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.<br />
<br />
====616.23.2.5.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.63 Channelizing Devices (MUTCD 6F.63)|Channelizers]]====<br />
<br />
The function of channelizers is to warn motorized and non- motorized traffic of conditions created by temporary activities or conditions in or near the roadway and to guide them through or around these conditions. Common channelizers used by MoDOT include:<br />
<br />
<center><br />
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|+ <br />
! style="background:#BEBEBE"|Type!! style="background:#BEBEBE" |EPG Article<br />
|-<br />
|Cones || [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.1 Cones|EPG 616.6.64.1 Cones]]<br />
|-<br />
|Trimlines|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.2 Trim-lines|EPG 616.6.64.2 Trim-lines]]<br />
|-<br />
|Tubular Markers|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.65 Tubular Markers (MUTCD 6F.65)|EPG 616.6.65 Tubular Markers]]<br />
|-<br />
|Vertical Panel|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.66 Vertical Panels (MUTCD 6F.66)|EPG 616.6.66 Vertical Panels]]<br />
|-<br />
|Drums|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.67 Drums (MUTCD 6F.67)|EPG 616.6.67 Drums]]<br />
|}<br />
</center><br />
<br />
====616.23.2.5.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|Barricades]]====<br />
<br />
A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]] for further information.<br />
<br />
====616.23.2.5.6 [[617.1 Temporary Traffic Barriers|Temporary Traffic Barrier]]====<br />
<br />
Temporary traffic barrier may be used in lieu of or in addition to channelizers separating motorized traffic from the workspace, an unsafe condition, or non-motorized traffic. It is not used to form tapers.<br />
<br />
Due to the amount of resources needed to put barrier in place, this option is generally reserved for long-term stationary operations where the need for the noted functions is critical.<br />
<br />
If barrier is desired, consult with appropriate engineering staff for design requirements prior to installation.<br />
<br />
See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for further information.<br />
<br />
====616.23.2.5.7 [[620.1 General (MUTCD Chapter 3A)#620.1.8 Temporary Pavement Markings|Pavement Markings]]====<br />
<br />
Pavement markings such as broken lane lines ("skips"), lane lines and edgelines are the primary means of channelizing and providing guidance to traffic. However, when temporary traffic control activities impact the use of a roadway or when operations eliminate or obliterate permanent pavement markings, existing pavement markings, or lack thereof, can confuse the motorist.<br />
<br />
'''Changes in roadway use''' caused by long-term operations should be accompanied by pavement marking revisions (i.e., the removal or obliteration of any pavement markings that are not applicable to current roadway use and the installation of temporary pavement markings). For operations of shorter duration, the other temporary traffic control devices (e.g. channelizers, signs, etc.) deployed will be relied on to provide traffic with the needed channelization and guidance cues. Pavement marking revisions for shorter duration operations may be a possibility but should be considered on a case-by-case basis.<br />
<br />
'''Elimination or obliteration of permanent pavement markings''' for a distance of 200 linear ft. or more caused by operations such as leveling course, patching, seal coat, spot sealing, crack pouring, milling and scrub sealing shall be accompanied by the installation of temporary pavement markings.<br />
<br />
There are three means typically used to provide temporary pavement marking: preformed short-term pavement marking tape, Temporary raised pavement markers and pavement marking paint.<br />
<br />
'''Preformed short-term pavement marking tape''' consists of a 4-in. wide retroreflectorized tape with a pressure-sensitive adhesive on the back. The tape, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be cut into 4-ft. long sections and applied to the road surface at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transitional areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines. It is not recommended for locations where the materials will be subjected to heavy traffic, in areas of heavy turning movements, on short radius curves, or on roadways having loose aggregate on the surface, since the material will not adhere well under these conditions.<br />
<br />
[[image:Raised_pavement_marker-01.png|right|300px|thumb|<center>'''Temporary Raised Pavement Marker'''</center>]]<br />
<br />
'''Temporary raised pavement markers''' consist of an L- or T-shaped flexible tab with a retroreflective sheeting on both faces of the vertical section and a pressure-sensitive adhesive on the base. These markers, available in white and yellow, are typically used to temporarily mark centerlines and lane lines by applying them to the road surface at 40-ft. intervals prior to or after (depending on the type of surface treatment) an operation and removing the protective film covering the retroreflective sheeting upon completion of the operation. This spacing may be reduced to one-half when marking intersections, ramp gores and other transitional areas. These are the preferred means of providing temporary marking on rough surfaces.<br />
<br />
'''Pavement marking paint''' consists of applying a 4-in. wide strip of acrylic waterborne paint with drop-on glass beads for retroreflectivity. The paint, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be applied in 4-ft. long sections at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transition areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines when permanent pavement markings are obliterated.<br />
<br />
In addition to providing temporary pavement markings, [http://epg.modot.mo.gov/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.47_NO_CENTER_LINE_Sign_.28WO8-12.29_.28MUTCD_6F.47.29 NO CENTER LINE] signs may also be needed. NO CENTER LINE signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is not in place for 200 linear ft. or more. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and one placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the absence of permanent pavement markings, the following provisions shall be incorporated into the operation.<br />
<br />
:* Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.<br />
<br />
:* Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the obliteration or elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.<br />
<br />
:* Temporary centerline and lane line pavement markings and any NO CENTER LINE signs shall be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10]. <br />
<br />
:* For planned pavement work including planned patching, permanent pavement markings should be installed no later than 15 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.<br />
<br />
:* For emergency or unplanned patching, permanent pavement markings should be installed according to the following:<br />
:::• Major roads and regionally significant roads within 15 days.<br />
<br />
:::• Other minor roads before the end of the striping season. <br />
<br />
:* Temporary marking shall be maintained until the permanent striping is accomplished.<br />
<br />
:* Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not allowed.<br />
<br />
====616.23.2.5.8 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.81 Lighting Devices (MUTCD 6F.81)|Lighting Devices]]====<br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.82 Floodlights (MUTCD 6F.82)|EPG 616.6.82 Floodlights]] for further information.<br />
<br />
'''Fleet lighting''' increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#Fleet Lighting|EPG 616.6.81 Lighting Devices]] for further information.<br />
<br />
'''Sequential flashing warning lights''' should be used on interstate nighttime operations and may be used on other multi-lane highways. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.83 Warning Lights (MUTCD 6F.83)|EPG 616.6.83 Warning Lights]] for further information.<br />
<br />
====616.23.2.5.9 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)|Temporary Traffic Control Signals]]====<br />
<br />
Temporary traffic control signals are used at haul road or equipment crossings, on one-lane, two-way operations, and at temporary intersections located within the temporary traffic control zone to assign vehicular right of way. Typically, this is done with temporary span-wire installations or trailer- mounted units.<br />
<br />
Consideration of the following factors will assist in the design and application of a signal installation.<br />
<br />
:* Site characteristics (e.g. safety and traffic needs; traffic volumes and speeds; sight distance and turning restrictions; side streets and driveways; parking; pedestrians; existing traffic control devices; human factors; etc.)<br />
<br />
:* Temporary traffic control design details (e.g. work staging; operation location and duration; feasibility of using other temporary traffic control measures; placement of this and other temporary traffic control devices; etc.)<br />
<br />
:* Functional aspects (e.g. signal phasing and timing requirements; full-time or part-time operation; actuated, fixed-time, or manual operation; interconnection with other temporary or permanent signals; etc.)<br />
<br />
:* Operational issues (e.g. power source; operation, inspection, and maintenance needs; record keeping; etc.)<br />
<br />
When used, signals shall be installed and operated in accordance with [[:Category:902 Signals|EPG 902 Signals]]. In addition, the signals shall meet the physical display and operational requirements of conventional signals.<br />
<br />
A traffic engineer or their designee shall approve all timing of the signal. In one-lane, two-way situations, this timing shall include an all-red interval of sufficient duration for traffic to clear the portion of roadway controlled by the signal.<br />
<br />
A minimum lateral clearance of 3 ft., measured horizontally from the edge of the trailer to the edge of the traveled way, is recommended for trailer-mounted units.<br />
<br />
When deployed, signal heads shall be properly aligned with approaching traffic to ensure visibility of the indications.<br />
<br />
Five channelizers should be used to delineate each trailer- mounted signal. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.<br />
<br />
====616.23.2.5.10 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.86 Crash Cushions (MUTCD 6F.86)|Crash Cushions]]====<br />
<br />
Crash cushions are systems that mitigate the effects of errant vehicles impacting roadside obstacles such as fixed objects or exposed barrier and guardrail ends. The system is designed to accomplish this by either smoothly decelerating the vehicle to a stop or redirecting the vehicle.<br />
<br />
Due to variability of site conditions, systems shall be selected on a case-by-case basis. Consult appropriate engineering staff for this assistance. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).<br />
<br />
====616.23.2.5.11 [[:Category:612 Impact Attenuators|Protective Vehicles]]====<br />
<br />
Protective vehicles are used to safeguard the workspace from errant vehicles. In some operations, these devices also serve as platforms for signs and other devices used to warn traffic of upcoming conditions or inform them of needed actions. For increased motorist, driver and worker safety, the protective vehicle may be equipped with a [[:Category:612 Impact Attenuators # 612.1.1 Truck-Mounted Attenuators|truck-mounted attenuator]]. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).<br />
<br />
====616.23.2.5.12 [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|Truck-Mounted Attenuators]]====<br />
<br />
Truck-mounted attenuators are energy-absorbing devices attached to the rear of trucks used as protective vehicles. These devices are designed to protect the motorist and protective vehicle driver upon impact. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).<br />
<br />
====616.23.2.5.13 Supplemental Warning Methods====<br />
<br />
It may, on occasion, be desirable to enhance the visibility of certain temporary traffic control devices or the entire zone. The purpose of this is to increase awareness of the temporary traffic control zone or specific conditions within it.<br />
<br />
Typical methods for accomplishing this objective include supplementing the prescribed devices with other devices, adding devices to the zone, or changing the characteristics of a device itself. Examples of possible enhancements are as follows.<br />
<br />
:* Channelizers by signs or at [[616.20 Flagger Training #Flagger Station|flagger stations]]<br />
<br />
:* [[616.23 Traffic Control for Field Operations#616.23.2.5.1.1 Flags and Advance Warning Rail System|Flags atop signs]]<br />
<br />
:* Increased sign height<br />
<br />
:* Additional signs<br />
<br />
:* More or increased levels of retroreflectivity<br />
<br />
:* Area lighting<br />
<br />
:* Portable changeable message signs<br />
<br />
:* [[620.1 General (MUTCD Chapter 3A)#620.1.7 Temporary Pavement Markings|Pavement markings]]<br />
<br />
:* Speed trailers<br />
<br />
:* Light bars on vehicles<br />
<br />
:* [[616.16 Law Enforcement Services|Law enforcement]]<br />
<br />
:* [[135.2 Public Contacts|Press releases]]<br />
<br />
===616.23.2.6 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|Temporary Traffic Control Zone Operations]]===<br />
<br />
====616.23.2.6.1 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02)|Duration of Work]]====<br />
<br />
Work duration is a major factor in determining the number and types of devices used in temporary traffic control zones. The duration of a temporary traffic control zone is defined relative to the length of time an operation occupies a location. There are six categories of work duration: long-term stationary, intermediate-term stationary, short-term stationary, short duration, mobile and emergency.<br />
<br />
''' Long-term stationary operations''' include planned work occupying a location more than three days. <br />
<br />
'''Intermediate term stationary operations''' include planned daytime work occupying a location from more than one daylight period up to three days or planned nighttime work occupying a location more than 60 minutes. <br />
<br />
'''Short-term stationary operations''' include planned daytime work occupying a location for more than 60 minutes, but less than twelve hours. This category describes the majority of work zone activities undertaken on the state highway system. <br />
<br />
'''Short duration operations''' include planned daytime or nighttime work occupying a location up to 60 minutes. <br />
<br />
'''Mobile operations''' include planned work that moves intermittently or continuously. <br />
<br />
'''Emergency operations''' include unplanned work. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to the MoDOT's Incident Response Plan).<br />
<br />
====616.23.2.6.2 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.3 Location of Work (MUTCD 6G.03)|Location of Work]]====<br />
<br />
In addition to work duration, work location is also a major factor in determining the temporary traffic control needed for a temporary traffic control zone. As a general rule, the closer the work activity is to traffic, the greater the need for and number of temporary traffic control devices. Typically, the degree of temporary traffic control is based on three locations - work beyond shoulder, work on shoulder and work within the traveled way.<br />
<br />
'''Work outside the shoulder''' includes any work performed between the edge of the shoulder, the edge of the travel way where no shoulder exists, to the right of way line or within any unimproved median.<br />
<br />
Work performed in this area typically requires a minimal amount of temporary traffic control, such as signs and fleet lighting, or even none at all. The amount and type of temporary traffic control depends on the lateral displacement of the work activity and the location and movement of any work vehicle or equipment relative to the edge of the shoulder, or travel way where no shoulder exists.<br />
<br />
'''Work on shoulder''' includes any work performed on the shoulder that does not significantly encroach upon the adjacent driving lane. Where no shoulder exists, this also includes any work performed adjacent to the roadway that encroaches, but not significantly, upon the adjacent driving lane. A significant encroachment means 10 ft. of driving surface cannot be maintained for traffic.<br />
<br />
'''Work within the travel way''' includes any operation requiring a lane closure. Due to the location of the operation, more temporary traffic control devices are required to ensure the safety of both the motorist and the worker. Mobile operations typically require a vehicle-mounted sign, flashing arrow panel, fleet lighting, protective vehicle and truck-mounted attenuator. Stationary operations usually require the substitution of multiple stationary signs for the single vehicle-mounted sign and the addition of channelizers and flaggers.<br />
<br />
===616.23.2.7 Miscellaneous Temporary Traffic Control Items===<br />
<br />
====616.23.2.7.1 Work Zone Length====<br />
<br />
While it is important to grab the motorist's attention as they approach the temporary traffic control zone, it is just as important to maintain their attention as they travel through the zone. To accomplish this, the work zone length, including any areas of inactivity within this length, should be kept to a minimum.<br />
<br />
The work zone length is defined as the distance from the last sign in the advance warning area to the last temporary traffic control device in the same direction or to the last sign in the advance warning area in the opposing direction, whichever is longest.<br />
<br />
The recommended maximum work zone length is shown in the following table.<br />
<br />
=====<center> Table 616.23.2.7.1 Maximum Work Zone Lengths </center>=====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE" | Highway Type!! style="background:#BEBEBE"| Work Zone Length<br />
|-<br />
| align="center"| Urban || align="center"|1 mile <br />
|-<br />
| align="center"| Rural Divided|| align="center"|2 miles <br />
|-<br />
| align="center"| Rural Undivided || align="center"|3 miles<br />
|}<br />
<br />
====616.23.2.7.2 Speed Limits====<br />
<br />
Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.<br />
<br />
====616.23.2.7.3 Fine Signs====<br />
<br />
Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.<br />
<br />
====616.23.2.7.4 [https://epg.modot.org/index.php?title=643.4_Railroads#643.4.4.8_Temporary_Traffic_Control_Zones_.28MUTCD_Section_8A.08.29 Railroads]====<br />
<br />
When a highway-rail grade crossing exists within or upstream of the transition area and backups resulting from the lane closure might extend through the highway-rail grade crossing, the temporary traffic control zone should be extended so the transition area precedes the highway-rail grade crossing.<br />
<br />
====616.23.2.7.5 Excavations====<br />
<br />
When work activities involve movement of soil or subsurface operations, utilities shall be located by calling DIG-RITE, the local provider and MoDOT.<br />
<br />
Unprotected excavations or repairs located within the roadway shall be backfilled or plated while workers are not present. For steel plate and back filled work, review [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.46_STEEL_PLATE_AHEAD_Sign_.28WO8-24.29_.28MUTCD_6F.46.29 EPG 616.6.46 Steel Plate Ahead Signs] and [[616.8 Typical Applications (MUTCD 6H)|Typical Applications 616.8.47a and 616.8.47b]].<br />
<br />
====616.23.2.7.6 Pavement Maintenance Operations====<br />
<br />
When needed, for example using premix bituminous material for patching, FRESH OIL, LOOSE GRAVEL or FRESH OIL/LOOSE GRAVEL signs, as applicable, shall be incorporated into the advance warning signs at the prescribed spacing. Signs shall be placed at the start of the project. Signs should also be installed within 150 ft. after the intersection of a state route. Upon the discretion of the supervisor, additional signs may be installed within 150 ft. after other intersections. Where the affected area is discontinuous, additional signs should be considered. Signs remain in place until the surface is cured and loose aggregate has been thoroughly swept.<br />
<br />
==616.23.3 [[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Typical Applications]]==<br />
{|style="border:10px solid #ff9933;" width="775px" align="center" <br />
|-<br />
|[[image:616.23.3.jpg|center|750px]]<br />
|}<br />
<br />
<br />
[[Category:616 Temporary Traffic Control]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=53520616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2024-03-06T21:55:46Z<p>Legged1: /* 616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47) */ terminology</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
<br />
'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
<br />
===616.6.2.1 Existing Sign Use===<br />
<br />
'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
<br />
===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].<br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7_2024.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6_2024.jpg|left|112px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
|-<br />
|}<br />
<br />
<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
<br />
<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
<br />
'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
<br />
'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
<br />
===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
<br />
'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
<br />
'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
<br />
===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=413.3_Ultrathin_Bonded_Asphalt_Wearing_Surface&diff=53519413.3 Ultrathin Bonded Asphalt Wearing Surface2024-03-06T21:53:15Z<p>Legged1: /* 413.3.4 Membrane Application Rate */ terminology</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right" <br />
|- <br />
|'''AC Price Index Adjustments'''<br />
|-<br />
|[https://epg.modot.org/forms/CM/403_Guidance_for_Asphalt_Cement_Price_Index_Adjustments.docx Guidance for Asphalt Cement Price Index Adjustments]<br />
|}<br />
<br />
==413.3.1 Material Inspection==<br />
Aggregate for use in surface treatments shall be inspected in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. Asphalt Binder for use in surface treatments shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"<br />
|-<br />
|'''NovaChip'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/PD98055_Brief.pdf Summary 1999]<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/PD98055_Brief.pdf Summary 1999]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
===413.3.1.1 Procedure===<br />
'''Mix Design Procedure'''<br />
<br />
In order for an Ultrathin Bonded Asphalt Wearing Surface mix formula to be approved, the contractor’s proposed job mix formula (JMF) shall be submitted as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.30.3]. The time for approval starts when the completed design is delivered to the district. This time restarts when the district receives information omitted from the original JMF or corrected by the contractor. Review/verification time includes district and Central Office processing, therefore, each mix should be processed as soon as possible. Trial mix samples shall be obtained and submitted to the Central Laboratory in accordance with EPG 1001. When possible, the JMF and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.<br />
<br />
'''District Procedure'''<br />
<br />
Use [[413.1 Micro-Surfacing#District Procedure|Micro-Surfacing - District procedures]].<br />
<br />
'''Field Office Procedure'''<br />
<br />
The Materials Field Office is charged with the responsibility of processing the mix formula. General procedures for processing an ultra thin bonded asphalt wearing surface mix formula are as follows:<br />
<br />
:a. A letter from a district requesting a mix with a copy of the contractor's JMF and letter is received.<br />
:b. Contract specifications for the project are checked for necessary items.<br />
:c. Grade of asphalt as well as the refinery to be used and the percent asphalt recommended are reviewed.<br />
:d. Gradations of the aggregates are checked for specification compliance and compared with the gradations determined by the Laboratory.<br />
:e. All calculations on the proposed JMF are checked.<br />
:f. For verification, a trial mix is prepared and submitted to the Laboratory.<br />
:g. When Central Laboratory tests are completed, the results are compared to the contractor’s and against the specifications. If the mixes tested cannot be used, the mixture will be rejected.<br />
<br />
===413.3.1.2 Reporting===<br />
Use [[413.1 Micro-Surfacing#413.3.3 Report|Micro-Surfacing - Report]].<br />
<br />
==413.3.2 Laboratory Procedure==<br />
Test results and calculations required for Ultrathin bonded asphalt wearing surface trial mixtures are as shown in EPG 413.3.2.1 through EPG 413.3.2.11, below. Test results and calculations shall be recorded through AASHTOWARE Project (AWP).<br />
<br />
'''413.3.2.1''' The Los Angeles Abrasion value of the aggregate shall be determined, when required, in accordance with AASHTO T 96. Los Angeles Abrasion shall be determined on an individual ledge basis.<br />
<br />
'''413.3.2.2''' Sodium sulfate soundness of the aggregate shall be determined, when required, in accordance with AASHTO T 104. Soundness shall be determined on an individual ledge basis.<br />
<br />
'''413.3.2.3''' Flat and Elongated Particles in Coarse Aggregate, 3:1, shall be determined in accordance with ASTM D 4791. Flat and Elongated Particles shall be determined on the aggregate blend.<br />
<br />
'''413.3.2.4''' Percentage of Fractured Particles in Coarse Aggregate shall be determined in accordance with ASTM D 5821. Percentage of Fractured Particles shall be determined on the aggregate blend.<br />
<br />
'''413.3.2.5''' Micro-Deval shall be determined in accordance with AASHTO T 327. Micro-Deval shall be determined on an individual ledge basis.<br />
<br />
'''413.3.2.6''' Plastic Fines in Graded Aggregates and Soils by Use of the Sand Equivalent Test shall be determined in accordance with AASHTO T 176. The Sand Equivalent shall be determined on the aggregate blend.<br />
<br />
'''413.3.2.7''' Methylene Blue shall be determined in accordance with AASHTO T 330. Methylene Blue shall be determined on the aggregate blend.<br />
<br />
'''413.3.2.8''' The Uncompacted Void Content shall be determined in accordance with AASHTO T 304. The Uncompacted Void Content shall be determined on the aggregate blend.<br />
<br />
'''413.3.2.9''' The Acid Insoluble Residue (AIR), when required, shall be determined in accordance with [[106.3.2.76 TM-76, Acid Insoluble Residue|MoDOT Test Method TM 76]]. AIR is to be determined on the aggregate blend.<br />
<br />
'''413.3.2.10''' Drain Down of the loose mixture shall be determined in accordance with AASHTO T 305.<br />
<br />
'''413.3.2.11''' The Tensile Strength Ratio (TSR) shall be determined in accordance with AASHTO T 283, with the following modifications:<br />
<br />
:(a) Section 6.2 - Specimens 4 inches (100 mm) in diameter and 2.5 inches (63.5 mm) thick shall be used.<br />
<br />
:(b) Section 9.4 – Calculate the volumetric bulk specific gravity G<sub>mb</sub> as follows:<br />
<br />
::<math>G_{mb}=\frac{\left(\frac{W}{\pi\times\;\frac{D^2}{4}\times\;h}\right)\times\;1728}{62.4}</math><br />
<br />
::where:<br />
<br />
::W = Weight – air dry (pounds)<br />
::D = Diameter of specimen (inches)<br />
::h = Height of specimen (inches)<br />
<br />
:(c) Section 10.3.2 - Prior to placing the specimen in the vacuum vessel, a sheet of plastic film shall be placed on the balance to ensure any water draining from the specimen is not lost, and the balance shall be zeroed. The SSD mass of the specimen shall be determined within two minutes of removing the sample from the vacuum vessel.<br />
<br />
:(d) Section 10.3.7 - If the degree of saturation is acceptable, the specimen shall be wrapped with the plastic film and placed in a plastic bag containing 0.003 gallon (10 mL) of water. Within two minutes of placing the specimen in the bag, the specimen shall be placed in the freezer. All moisture draining from the specimen during the process shall be collected by the plastic film and shall not be discarded.<br />
<br />
==413.3.3 Maintenance Surface Treatment==<br />
<br />
An ultra-thin (< 1”) bonded asphalt wearing surface (UBAWS) is a hot mix asphalt (HMA) overlay placed over a heavy asphalt emulsion layer or membrane. The thickness ranges from 1/2 in. to 3/4 inch. The table below lists the minimum lift thickness for each UBAWS type based on the nominal maximum aggregate size allowed for the mixture. However, if rumble stripes are to be installed on the UBAWS treatment, the minimum thickness for all UBAWS types should be 3/4 inch.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|UBAWS Type !! style="background:#BEBEBE"|Minimum Lift Thickness<br />
|-<br />
| align="center"|Type A|| align="center"| 1/2 inch<br />
|-<br />
| align="center"|Type B || align="center"|3/4 inch<br />
|-<br />
| align="center"|Type C|| align="center"| 3/4 inch<br />
|}<br />
<br />
The system is placed on a structurally sound flexible pavement that may exhibit minor amounts of surface distress. The layer thickness is determined by the maximum aggregate size in the HMA. The asphalt emulsion is usually polymer modified emulsion applied at a target rate of 0.15 gal/yd<sup>2</sup> for Type A UBAWS and 0.19 gal/yd<sup>2</sup> for Type B and Type C UBAWS. The HMA is a gap-graded mix using a crushed aggregate bound together with a mastic made of sand, filler, and asphalt binder. The maximum aggregate size ranges from 1/4 in. to 1/2 inch. Generally a 3/8 in. mix is used. The grade of the asphalt binder is chosen based on the climate and the traffic conditions for the project. The binder content generally ranges from 5% to 6% depending on the traffic, climate and condition of the existing pavement.<br />
<br />
The ultra-thin bonded wearing course is placed with a specially built machine that places the asphalt emulsion membrane and HMA in a single pass. The heavy application of the asphalt membrane seals small cracks in the existing pavement and helps to ensure the adhesion of the HMA to the underlying pavement.<br />
<br />
The primary function of the ultra-thin bonded wearing course is to provide a durable, friction resistant surface on an existing flexible pavement. Specifications generally require one of three gradations. The gradation should be based on the traffic level, and the surface condition of the roadway. The thickness is approximately 1.5 times the maximum aggregate size.<br />
<br />
For flexible pavements, the ultra-thin bonded HMA should not be used when the cracking exceeds the moderate severity levels. Any cracks greater than 1/4 in. should be cleaned and filled. A separate bid item should be included in the contract in accordance with Sec 413.70 or Sec 413.80. <br />
<br />
Patches and potholes should not exceed moderate severity levels. All potholes and any alligator cracked areas should be properly repaired in accordance with Sec 613.35 with a separate bid item. Rutting should not exceed 1/2 inch. If the rutting does exceed this limit the surface should be milled or the ruts filled with a suitable materials prior to placing the ultra-thin overlay.<br />
<br />
The ultra-thin bonded HMA overlay is applicable to all traffic levels, but because of its cost it is generally considered for high speed and high volume roadways.<br />
<br />
==413.3.4 Membrane Application Rate==<br />
<br />
The ultrathin bonded asphalt wearing surface membrane application rate is dependent upon the type of mix and the surface on which the material will be placed. Adjustments to the target application rates will be considered by the Pavement Engineer using the following table and the existing surface type on which the UBAWS is being placed.<br />
<center><br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" colspan="3"|Target Application Rate Adjustment Considerations<br />
|-<br />
!! style="background:#BEBEBE" |Existing Pavement Type !! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |Adj. Rate (Gal/SY)<br />
|-<br />
|rowspan="5"|PCCP|| Aged|| 0.00<br />
|-<br />
|New|| 0.00<br />
|-<br />
|Diamond Ground|| +0.01<br />
|-<br />
|Polished|| +0.01<br />
|-<br />
|Milled|| +0.03<br />
|-<br />
|rowspan="4"|HMA|| Oxidized|| 0.00<br />
|-<br />
|New|| -0.01<br />
|-<br />
|OGFC/UBAWS|| +0.04<br />
|-<br />
|Milled|| +0.03<br />
|-<br />
|Surface Recycle|| New|| 0.00<br />
|-<br />
|rowspan="3"|Seal Coat|| Flushed|| -0.03<br />
|-<br />
|Worn|| +0.01<br />
|-<br />
|Dry|| +0.03<br />
|}<br />
</center><br />
<br />
When an adjusted target rate is provided for a project, the adjusted rate must be shown on the typicals for the project. <br />
<br />
See [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.30.]<br />
<br />
<br />
[[Category:413 Surface Treatments and Preventive Maintenance|413.03]]</div>Legged1https://epg.modot.org/index.php?title=413.1_Micro-Surfacing&diff=53518413.1 Micro-Surfacing2024-03-06T21:51:48Z<p>Legged1: /* 413.1.2.3 Surface Preparation */ terminology</p>
<hr />
<div>==413.1.1 Description==<br />
Micro-surfacing is a slurry seal that uses a polymer-modified emulsion binder, a high quality dense graded aggregate, mineral filler, water and other additives, properly proportioned, mixed and spread on a paved surface. The filler can be Portland cement, hydrated lime or other approved materials. A self-propelled continuous loading machine or a truck-mounted machine is used to proportion and mix the material and apply the mixture to the pavement surface.<br />
<br />
Micro-surfacing is used to retard raveling and oxidation of the pavement, fill non-plastic ruts, reduce the intrusion of water, improve surface friction, and remove minor surface irregularities. After placement, the water "breaks" and evaporates, leaving a hard asphalt/cement/aggregate mixture that is resistant to further compaction or movement. Because the aggregates required to make such a mixture are hard and angular, the mixture has good friction properties, and can also be used to improve surface friction conditions. It should not be used primarily for sealing surfaces, due to the rigidity of the mixture. <br />
<br />
Micro-surfacing is not a structural layer and will not bridge any distress. Micro-surfacing will not stop further rutting, does not contain rejuvenators and will not rejuvenate an oxidized surface, and does not fill or seal cracks. Existing cracks wider than ¼-inch should be crack filled or pre-treated with a scrub seal or seal coat prior to a micro-surface. Otherwise, existing cracks will reflect through the micro-surfacing within a few months. <br />
<br />
Micro-surfacing is applied using a slurry/screed operation. It may be used to fill ruts, one at a time, or, for shallower rutting, it may be used with a "scratch" coat, just filling the low or shallow points to restore the cross slope. There is some consolidation as the water leaves, thus deeper applications should be done in multiple layers with a time interval in between applications.<br />
<br />
==413.1.2 Use in Contracts==<br />
The bituminous material in a micro-surface is a polymer modified asphalt emulsion that is in accordance with Sec 1015.20.5.2. Differing aggregate sizing (Type II, III, or IIIR) and aggregate types (Grade A, B, or C) are available. Also, selections of single pass or double pass of micro-surfacing may be selected depending on the conditions of the existing pavement and performance goals. The following guidelines help the appropriate selection process for micro-surfacing mixtures.<br />
<br />
===413.1.2.1 Micro-Surfacing Type Selection===<br />
<br />
'''Single Pass Micro-Surfacing'''<br />
<br />
Type II micro-surface contains a very fine aggregate gradation that is most beneficial to be used strictly as preventative maintenance treatment. The existing pavement should be in good condition with minimal distress. “Good condition” is defined as an IRI of less than 100 in/mile and a Condition Index of 7 or greater. A single pass of Type II is not recommended for Portland cement concrete surfaces.<br />
<br />
Type III micro-surface is relatively coarser aggregate gradation that is used on pavements that are in good to fair condition that have minor rutting issues and low quantity and severity of cracking. “Fair condition” is defined as an IRI of less than 120 in/mile and a Condition Index of greater than 5. Type III micro-surface has a rough texture that can be used to increase the frictional properties of a roadway. A single pass of Type III is not recommended for Portland cement concrete surfaces.<br />
<br />
Type IIIR differs only in application compared to a Type III. Type IIIR is specified as a separate operation at isolated locations for treating moderate to severe rutting, filling existing [[:Category:626 Rumble Strips|rumble strips]], or other depressed areas. Type IIIR is measured and paid for by the ton and placed in multiple lifts as necessary to level the profile prior to a separate surface treatment. <br />
<br />
'''Double Pass Micro-Surfacing'''<br />
<br />
A double pass micro-surface should also be utilized as a preventative maintenance treatment that follow the same pavement condition requirements as the single pass. However, a double pass of micro-surfacing can be viewed as a short-term pavement solution that is comparable to the performance of an [[413.3 Ultrathin Bonded Asphalt Wearing Surface|Ultra-Thin Bonded Asphalt Wearing Surface (UBAWS)]]. A double pass of micro-surfacing is also acceptable on Portland cement concrete pavement. There are multiple micro-surfacing combinations to consider, each having a distinct difference that can be selected by the team’s preference. The different combinations are described below:<br />
<br />
:* Type II over Type III micro-surfacing is the preferred option for a double pass micro-surfacing treatment. The Type III bottom course will fill in any surface irregularities and provide more stability, while the Type II top course will be a smoother and quieter riding surface.<br />
<br />
:* Type II over Type II micro-surfacing can be considered if the existing pavement is in good condition with minimal surface distresses. The Type II/Type II combination would be less expensive due to the ability to place less material and have the same gradation and mix design for the contractor.<br />
<br />
:* Type III over Type III micro-surfacing can be selected to correct minor to moderate rutting with the bottom course and maximize frictional properties with the top surface course.<br />
<br />
There is no benefit to select a Type III over Type II, and therefore not recommended.<br />
<br />
When scoping a double-pass micro-surfacing, a Type B or C UBAWS should be shown as an optional preventative maintenance treatment, unless surface water flow is blocked within the open graded structure of the UBAWS (i.e. treatment is required to be milled into an adjacent lane, curb-n-gutter, or other profile constraints).<br />
<br />
===413.1.2.2 Micro-Surfacing Grade Selection===<br />
All micro-surfacing types are classified as either Grade A, B or C. The grade of micro-surfacing refers to the aggregate quality and is directly selected by the traffic volume. Grade A requires a high-quality aggregate material to be used on Interstate and high-volume roadways, while Class C uses a lower quality aggregate that should be specified on the low volume routes. The table below provides guidance on the micro-surfacing grade selection based upon the route’s Average Daily Traffic (ADT) count.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="2"|Traffic Recommendations<br />
|-<br />
!Micro-Surfacing Grade!!ADT<br />
|-<br />
|align="center"|Grade A||align="center"| Greater than 14,000<br />
|-<br />
|align="center"|Grade B||align="center"| 3,500 – 14,000<br />
|-<br />
|align="center"|Grade C||align="center"| Less than 3,500<br />
|}<br />
<br />
===413.1.2.3 Surface Preparation===<br />
A tack coat is required to be placed on older existing pavement surfaces prior to a micro-surfacing treatment. Tack coat should be measured and added as a separate bid item in accordance with Sec 407. Tack coat is not required on new surface treatments less than one year old such as scrub seal pre-surface treatments, new HMA overlay, or in between the two-pass micro-surfacing lifts. <br />
<br />
Existing cracks wider than ¼-inch should be crack filled prior to the application of the micro-surface. Crack filling should be measured and added as a separate bid item in accordance with Sec 413.70 for bituminous surfaces or Sec 413.80 for Portland cement concrete surfaces.<br />
<br />
If numerous cracks exist and the pavement is in good condition, then it is more economical to place a surface treatment instead of crack filling prior to the micro-surface. A seal coat or a scrub seal treatment should be considered as a pre-treatment to the micro-surface to seal existing cracks and fill in minor surface irregularities prior to the micro-surface.<br />
<br />
When a pre-treatment is conducted (e.g., crack sealing, seal coat, etc.) it is imperative that the pre-treatment be completely cured to allow for any water evaporation within the material. A minimum of two weeks is required by the standard specification; however, this curing period will depend on the product type and environmental conditions. The curing period may need to be extended during cooler weather for some pre-treatments with visible signs of the pre-treatment not setting up under traffic. Likewise, if a two pass micro-surface is being placed, the first pass needs a minimum of 24 hours of traffic for compaction and curing to allow excess water to evaporate before the second micro-surfacing lift is placed. <br />
<br />
Generally, existing durable and painted pavement marking lines (4”, 6”, 8”), may remain in place and covered with a micro-surfacing treatment if the existing marking itself is well bonded to the pavement. However, existing durable intersection pavement markings (stop lines, arrows, words, symbols, etc.) shall be removed in accordance with Sec 620.50 and shall be paid separately. <br />
<br />
Pavement failures and distresses caused by subgrade or underlying layers should be corrected by the appropriate pavement repair selection (Sec 613) prior to a micro-surfacing treatment.<br />
<br />
===413.1.2.4 Post Construction===<br />
The time frame to install permanent striping on micro-surfacing is relatively longer compared to hot mix asphalt due to the curing of the emulsion. The contractor shall be responsible for placing and maintaining temporary markings until the permanent marking can be installed.<br />
<br />
New [[:Category:626 Rumble Strips|rumble strips]] may be re-cut over top of the old rumbles when the micro-surface material was used to completely fill in the existing rumbles.<br />
<br />
===413.1.2.5 Method of Measurement and Basis of Payment===<br />
Type II or Type III micro-surface are paid for by the square yard. Type IIIR is paid for by the ton. For estimating purposes of Type IIIR, 1.440 tons per cubic yard should be used for a conversion factor.<br />
<br />
==413.1.3 Materials Inspection==<br />
<br />
===413.1.3.1 Scope===<br />
To establish procedures for mix design, inspection and acceptance of materials used in micro-surfacing. Aggregate for use in surface treatments shall be inspected in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. Asphalt Binder for use in surface treatments shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].<br />
<br />
===413.1.3.2 Mix Design Procedure===<br />
In order for a micro-surfacing mix formula to be approved, the contractor’s proposed job mix formula (JMF) shall be submitted as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.10.3]. Trial mix samples will not be required unless requested by the Field Office. If requested, the samples are to be obtained and submitted to the Central Laboratory in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. When possible, the JMF and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.<br />
<br />
<div id="District Procedure"><br />
'''District Procedure'''<br />
<br />
When the district receives a proposed trial mix formula, as required by the Standard Specifications, the mixture properties, components and proportions should be checked to ensure compliance with specifications and that they are approved for the intended use. It may be necessary for the district to advise the contractor to make changes in the proposed mixture in order to comply with department policies. A QC plan in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]] covering each aggregate fraction should be on file in the district office or received with the JMF. The target gradations shown on the QC plan and JMF must match. Also, when blast furnace slag sources are submitted, the sources should be verified that they have been previously approved with a history of satisfactory performance. When the district is satisfied that the proposed mixture is acceptable, a copy of the JMF and the contractor's letter shall be submitted to the Materials Field Office, accompanied by a letter of transmittal with comments, any corrections made and recommendations. The transmittal letter shall contain the following information:<br />
:* Project information – Job Number, Route, County, Contract Number<br />
:* Mixture Type<br />
:* Grade and Source of Asphalt Binder<br />
:* Letting Date<br />
:* Proposed Work – Job Location and Length<br />
:* Annual Average Daily Traffic (AADT)<br />
:* Mix Use – Mainline, Shoulders, Outer Roads, etc.<br />
:* Quantity of Mix.<br />
<br />
'''Field Office Procedure'''<br />
<br />
The Materials Field Office is charged with the responsibility of processing the mix formula. General procedures for processing a micro-surfacing mix formula are as follows:<br />
<br />
:a. A letter from a district requesting a mix with a copy of the contractor's JMF and letter is received.<br />
:b. Contract specifications for the project are checked for necessary items.<br />
:c. Grade of asphalt as well as the refinery to be used and the percent asphalt recommended are reviewed.<br />
:d. Gradations of the aggregates are checked for specification compliance.<br />
:e. All calculations on the proposed JMF are checked.<br />
:f. For verification, a trial may be prepared and submitted to the Laboratory.<br />
<br />
===413.1.3.3 Report===<br />
<br />
A letter of transmittal will accompany the approved mixture to the District Construction and Materials Engineer with distribution as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Title||style="background:#BEBEBE"|Copy of Transmittal Letter and Approved Mix<br />
|-<br />
|align="center"|District Construction and Materials Engineer ||align="center"|1 <br />
|-<br />
|align="center"|Project Operations Clerk||align="center"|1<br />
|-<br />
|align="center"|Resident Engineer||align="center"|1<br />
|-<br />
|align="center"|Field Office File||align="center"|1<br />
|}<br />
<br />
The letter of transmittal and the approved mixture will be sent by electronic mail to the individuals listed above.<br />
<br />
A copy of the approved formula accompanied by a letter of transmittal from the District Construction and Materials Engineer is to be forwarded to the contractor.<br />
<br />
==413.1.4 Laboratory Procedure==<br />
Micro-surfacing mix properties shall be determined, when required, in accordance with the applicable International Slurry Surfacing Association (ISSA) Technical Bulletins.<br />
<br />
<br />
<br />
[[Category:413 Surface Treatments and Preventive Maintenance|413.01]]</div>Legged1https://epg.modot.org/index.php?title=413.4_Bituminous_Fog_Sealing&diff=53517413.4 Bituminous Fog Sealing2024-03-06T21:49:53Z<p>Legged1: /* Maintenance Fog Sealing */ terminology</p>
<hr />
<div>==Material Inspection for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Sec 413.10]==<br />
Asphalt Binder for use in fog sealing shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].<br />
[[image:413.4.jpg|right|420px]]<br />
[[413.1 Micro-Surfacing#District Procedure|District procedures]] are identical to those in micro-surfacing.<br />
<br />
==Laboratory Procedures==<br />
No additional laboratory procedures in this article.<br />
<br />
==Maintenance Fog Sealing==<br />
A fog seal is a light application of diluted slow-setting emulsion sprayed on an existing asphalt surface without an aggregate cover. The emulsion can be diluted up to one part emulsion to five parts water (1:5) but in most cases, a one to one dilution is used. The asphalt emulsion normally used is a SS-1, SS-1h, CSS-1, and CSS-1h.<br />
<br />
Fog seals are used to renew old asphalt surfaces that have become dry and brittle with age and to seal very small cracks and surface voids. It also coats aggregate particles at the surface.<br />
<br />
The surface condition or texture, dryness and degree of cracking of the pavement will determine the quantity required, but the normal application rate of a 50/50 diluted material is 0.10 to 0.15 gal/sq. yd. The fog seal should be allowed to completely cure before traffic is permitted on the surface to prevent pickup by vehicle tires. The surface must be porous enough to absorb the emulsion. Sand can be used to blot wet spots.<br />
<br />
Fog seals may be used on asphalt shoulders and on cold-mix roadways only. Because of the time required for the slow-setting emulsion to break, and because of the potential for reduced surface friction immediately after seal application fog seals are not recommended for high-speed roadway pavements constructed with dense braded mixes. A fog seal may be used to add additional asphalt to a seal coat and as a dust control agent on a seal coat. The best conditions under which to apply a fog seal is a warm sunny day with low humidity.<br />
<br />
[[Category:413 Surface Treatments and Preventive Maintenance|413.04]]</div>Legged1https://epg.modot.org/index.php?title=147.4_Fixed_Price_Variable_Scope_(FPVS)_Contracting&diff=53516147.4 Fixed Price Variable Scope (FPVS) Contracting2024-03-06T21:39:02Z<p>Legged1: /* 147.4.5 FPVS Examples */</p>
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<div><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="370px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
|[[media:147.4 Programmatic Work Plan for FPVC.docx|Programmatic Work Plan for Utilizing Fixed Price Variable Scope Contracting for Design-Bid-Build Construction Projects (SEP‐14)]] <br />
|}<br />
MoDOT uses a procurement process called Fixed Price Variable Scope contracting as a tool for projects where it would manage the amount of work completed within a set budget. In general, this type of contracting works best for repetitive preventive maintance and traffic control device installation work which MoDOT would benefit from being completed in multiple locations. <br />
<br />
==147.4.1 FPVS Overview==<br />
<br />
A FPVS project will be set up with estimated quantities of work at specified locations which the contractor will complete in an established priority order until the budget has been exhausted. This procurement method will have the contractor bid a unit price for the estimated quantities for each item of work in the contract. The initial estimated quantities included in the contract represent the amount of work than can be completed for the budgeted amount. Once the project has been awarded, the MoDOT construction office would then manage the contract based on the priorites set forth in the JSP by adjusting the contract quantities to hit the budgeted amount. <br />
<br />
FPVS projects will be sent through the normal bidding process as other projects and will be awarded to the lowest responsible bidder based on the established quantities in the project. Construction will manage the contract by using the standard change order process. <br />
<br />
MoDOT will utilize pre-bid meetings or industry meetings with contractors to familiarize them with the FPVS process for new types of projects or projects that are new to a region of Missouri.<br />
<br />
==147.4.2 Project Set-up==<br />
<br />
A project using FPVS will need to be programmed in the STIP to cover all possible work locations that may be completed by the project. This would typically be done by using Various Routes and Various Counties within SIMS. Please note all locations included in the contract must have all clearances, such as environmental. <br />
<br />
The project team will establish the estimated amount of work that can be completed within the project budget. The project team will then determine the locations that can be completed within those quantities. The project team will also determine additional locations to be completed if there is remaining budget in the contract. It is recommended the project team sets up the initial quantities based on 80-90% of the budget so that is likely the quantities are increased for the contractor instead of work being removed from the contractor if bids are higher than expected.<br />
<br />
The project team will need to modify the Contract Liquidated Damages JSP and add the additional JSPs as shown in the [[media:147.4.2 FPVS JSP Example.docx|FPVS Special Provisions]]. One aspect of the FPVS contracting is we want to give the contractor a window of time to complete the work as we do with many other projects. However, we do not want to extend the contract completion date due to an increase in quantities so we want to state that an extension of time will not be granted. <br />
<br />
==147.4.3 FPVS Plan Development==<br />
<br />
This is flexible and up to the discretion of the project team. FPVS contracting opens the door for the project team to be creative in plan development. With FPVS contracting, less location specific work will be required in the design phase, but this may result in more administrationin the construction phase. It is important to have the full support of the core team during plan development. <br />
<br />
Plans may only include the design of the work included in the initial quantities or they may include design for both the initial quantities and the potential additional quantities that may be added. If the plans do not include designs for the potential additional quantities, it is important that the contractor can figure a good bid based on the information provided. <br />
<br />
Things to keep in mind: <br />
:1. The better information provided with the plans and specifications will result in better bids, but also keep in mind there is a balance between level of effort in the design and how much it will actually affect the bid. <br />
:2. All locations in the project must be in the STIP and have all clearances prior to advertisement for bids.<br />
:3. Lump Sum items, including Mobilization, can be used but the plans and JSPs should clearly state that they will not be adjusted based on a change in quantity. It is acceptable to include a JSP noting that Mobilization will not be adjusted on the project. <br />
<br />
==147.4.4 FPVS Contract Administration==<br />
<br />
The bidding documents will include set quantities for each pay item that the contractor will be required to bid. The award of the contract will be given to the lowest responsible bidder based on the set quantities and unit bid price. After the project is awarded to the lowest responsible bidder, the contract will be managed based on the priorities set forth in the JSP by changing the quantities of each pay item to deliver the project budget. Budgets for the project cannot be increased to accommodate more work with the project.<br />
<br />
There are two scenarios that could occur. The first scenario is the awarded bidder’s total bid is lower than the project budget. Since the contractor’s total bid is less than the budget identified in the project special provisions, MoDOT would look at the priority list of routes identified in the special provisions to add additional quantities of work from the next highest priority. This will be accomplished using the standard contract change order process using the contract bid prices. The unit prices should not be adjusted due to the change in contract quantity. <br />
<br />
The second scenario is the awarded bidder’s bid is higher than the project budget. Since the contractor’s total bid is more than the budget identified in the project special provisions, MoDOT would look at the priority list of routes identified in the special provisions to remove quantities of work from the lowest priority included in the bid quantities. This will be accomplished using the standard contract change order process using the contract bid prices. The unit prices should not be adjusted due to the change in contact quantity. <br />
<br />
==147.4.5 FPVS Examples==<br />
<br />
Some projects that use but are not limited to FPVS include: <br />
:* Sign installation <br />
:* Seal Coat<br />
:* High Friction Surface Treatment<br />
:* Crack Sealing<br />
:* Thin lift asphalt overlay<br />
:* Pavement marking.<br />
<br />
<br />
<br />
[[Category:147 Innovative Contracting]]</div>Legged1https://epg.modot.org/index.php?title=646.4_Work_Funded_by_Maintenance&diff=53457646.4 Work Funded by Maintenance2024-02-28T15:08:22Z<p>Legged1: update link</p>
<hr />
<div>[[image:Main Page July 18, 2011.jpg|right|350px]]<br />
<br />
MoDOT maintenance forces are not to perform any work on contracted projects regardless of the funding source (i.e., construction, maintenance or “innovative” funds). The Chief Engineer and the Assistant Chief Engineer must approve exceptions to this policy prior to plan development. Any approved MoDOT work associated with non-contractual items is considered non-contractual labor. For additional information about non-contractual items, refer to [[237.6 Estimates#237.6.4 Non-Contractual Costs|EPG 237.6.4 Non-Contractual Costs]]. All approved work is shown on the estimate and tabulation of quantities as a non-contractual item to be financed from the district's operating budget and coded to the appropriate project number.<br />
<br />
<br />
[[Category:646 Other]]</div>Legged1https://epg.modot.org/index.php?title=Job_Special_Provisions&diff=53438Job Special Provisions2024-02-26T22:49:53Z<p>Legged1: erratum</p>
<hr />
<div><div id="JSP-Provision"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable" <br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2001.docx NJSP2001] || Balanced Mix Design Performance Testing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-20-01C || 8/31/2022 || 11/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2108.docx NJSP2108] || Balanced Mix Design Performance Testing for Job Mix Approval * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-08|| 11/17/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1810.docx NJSP1810] || Intelligent Compaction - Surface Leveling* || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-10 || 10/01/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1808.docx NJSP1808] || Intelligent Compaction * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-08C || 7/8/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1809.docx NJSP1809] || Paver-Mounted Thermal Profiles * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-09B || 7/8/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1609.docx JSP1609] || Prime Contractor Requirements || Requires the BCS Engineer's approval to use this JSP. || JSP-16-09 || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023<br />
|}<br />
<br />
<div id="JSP-LPA"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting<br />
|- <br />
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||<br />
|}<br />
<br />
<div id="JSP-Packages"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages<br />
|-<br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|-<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|}</div>Legged1https://epg.modot.org/index.php?title=Job_Special_Provisions&diff=53361Job Special Provisions2024-01-29T22:02:22Z<p>Legged1: erratum</p>
<hr />
<div><div id="JSP-Provision"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable" <br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 4/20/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2001.docx NJSP2001] || Balanced Mix Design Performance Testing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-20-01C || 8/31/2022 || 11/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2108.docx NJSP2108] || Balanced Mix Design Performance Testing for Job Mix Approval * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-08|| 11/17/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1810.docx NJSP1810] || Intelligent Compaction - Surface Leveling* || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-10 || 10/01/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1808.docx NJSP1808] || Intelligent Compaction * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-08C || 7/8/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01A || 10/4/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1809.docx NJSP1809] || Paver-Mounted Thermal Profiles * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-09B || 7/8/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1609.docx JSP1609] || Prime Contractor Requirements || Requires the BCS Engineer's approval to use this JSP. || JSP-16-09 || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AA || 10/27/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023<br />
|}<br />
<br />
<div id="JSP-LPA"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting<br />
|- <br />
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||<br />
|}<br />
<br />
<div id="JSP-Packages"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages<br />
|-<br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|-<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 10/27/2024 || 12/01/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 10/30/2023 || 1/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 10/27/2023 || 12/1/2023<br />
|}</div>Legged1https://epg.modot.org/index.php?title=230.1_Horizontal_Alignment&diff=53335230.1 Horizontal Alignment2024-01-18T15:43:50Z<p>Legged1: /* 230.1.5 Spiral Transition Curves */ RR#3810</p>
<hr />
<div>[[image:230.1.jpg|left|250px]]<br />
{|style="padding: 0.3em; margin-left:15px; border: 2px solid #cccccc; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Figures'''<br />
|-<br />
|[[Media:Green Book Fig 3-22b.pdf|'''Green Book Figure 3-22b''' "Design Controls for Stopping Sight Distance on Horizontal Curves" ]]<br />
|-<br />
|[[media:Green Book Fig 3-23.pdf|'''Green Book Figure 3-23''' "Diagram Illustrating Components for Horizontal Sight Distance"]]<br />
|-<br />
|[https://www.modot.org/media/16812 Standard Plan 203.20]<br />
|-<br />
|[https://www.modot.org/media/16818 Standard Plan 203.21]<br />
|-<br />
|}<br />
<br />
The operational characteristics of a roadway are directly affected by the horizontal alignment. The designer must consider the roads terrain, traffic volume, expected capacity and LOS together with other safety factors in order to properly anticipate the posted speed. Highways will be designed according to their anticipated posted speed as opposed to an arbitrary design speed.<br />
<br />
The topography of the land traversed has an influence on the alignment of roads and streets. Variations in topography are generally separated into three classifications according to terrain:<br />
* '''Level'''---Highway sight distances, as governed by horizontal and vertical restrictions, are generally long or can be made so without construction difficulty of major expense.<br />
* '''Rolling'''---Natural slopes consistently rise above and fall below the road or street grade, and occasional steep slopes offer some restriction to the normal horizontal and vertical alignment.<br />
* '''Mountainous'''---Longitudinal and transverse changes in the elevation of the ground with respect to the road or street are abrupt, with benching and side excavation frequently needed to obtain acceptable horizontal and vertical alignment.<br />
<br />
These classifications pertain to the general character of a specific roadway corridor. Roadways in valleys, passes, or mountainous areas that have all the characteristics of roads or streets traversing level or rolling terrain should be classified as level or rolling.<br />
{|style="padding: 0.3em; margin-left:5px; border: 2px solid #cccccc; text-align:left; font-size: 95%; background:#ffcc99" width="310px" align="right" <br />
|-<br />
|align="center"|'''Additional Information for Horizontal Curvature'''<br />
|-<br />
|The basic design criteria for horizontal curvature are based upon the information contained in Chapter 3 of the AASHTO publication ''A Policy on Geometric Design of Highways and Streets''.<br />
|}<br />
Once the anticipated posted speed is identified, the road’s horizontal alignment can be selected. All horizontal curve data is defined by radius. The basic design criteria for horizontal curvature are based upon the information contained in Chapter 3 of the AASHTO publication ''A Policy on Geometric Design of Highways and Streets'' (the Green Book). Additional guidance contained in the Green Book will also be used to determine other horizontal alignments.<br />
<br />
Terrain, traffic volume and the anticipated posted speed must be considered when establishing a roadway’s minimum horizontal curvature.<br />
<br />
A sharper curve may be designed for an improvement if it is properly signed and superelevated. Proper signage is required to inform the driver of this condition.<br />
<br />
Horizontal curves are used when tangent lines of the roadway intersect at an angle exceeding ten minutes (for roadways with fewer than 400 vehicles per day, curves are not required for intersection angles of 1 degree or less). The centerline of median is generally used as the survey base line for divided roadway improvements. When the median width exceeds 100 ft. or individual roadways are not parallel, consideration should be given to using the inside edge of each travelway for the survey baseline for each individual alignment. For undivided pavements, the survey base line is at the center of the travelway pavement. Existing centerlines are used where practicable.<br />
<br />
==230.1.1 English Definition==<br />
<br />
Instead of degree of curve, all horizontal curve data is described by radius. The arc definition of curvature is used for new alignment. The chord definition is used only when an existing chord defined curve is utilized in the alignment. Identify a curve that is based on the chord definition by placing "(chord)" after the radius listed in the curve data on the plans.<br />
<br />
==230.1.2 Metric Definitions==<br />
<br />
When an existing curve, either arc or chord definition, is utilized in a metric alignment it will be soft converted using the U.S. Survey Foot (''U.S. survey foot factor is 0.304800609601219 meters per foot.'').<br />
<br />
==230.1.3 Length of Curve==<br />
<br />
For small deflection angles, curves will be sufficiently long to avoid the appearance of a kink. Curves will be at least 500 ft. in length for a central angle of 5° and increase 100 ft. for each 1° decrease in the central angle. For anticipated posted speeds of 60 mph or less, the minimum length of a curve is about 15 times the anticipated posted speed (mph).<br />
<br />
For anticipated posted speeds greater than 60 mph, controlled access facilities that use flat curvature, a desirable length of curve is about 30 times the anticipated posted speed (mph).<br />
<br />
==230.1.4 Superelevation and Widening==<br />
<br />
Superelevation rate and widening for various design categories are given on [https://www.modot.org/media/16812 Standard Plan 203.20] and [https://www.modot.org/media/16818 Standard Plan 203.21], while the length of transitions are provided in [https://www.modot.org/media/16819 Standard Plan 203.22]. For divided pavements with narrow medians of 16 ft. or less in width, the superelevation runoff length for undivided roadways is used. For multiple lane roadways, the superelevation runoff length is multiplied by the appropriate factor based on the number of lanes. In urban areas where roadways with more than four lanes intersect at grade, consideration is given to reducing the pavement cross slope to minimize the difference in elevation between the extreme edges of the travelways. The difference in the rate of cross slopes for adjacent lanes should not exceed 5%, or 0.05 ft./ft. When the plans utilize the data given on the standard plans, only the maximum rate of superelevation and the maximum widening are shown with the horizontal curve data on the plans. Complete details of the superelevation and widening transition must be given on the plans if the standard plans details are not used.<br />
<br />
==230.1.5 Spiral Transition Curves==<br />
<br />
Spiral curves are used on all roadways that have design traffic greater than 400 vehicles per day and have a radius less than the values listed on [https://www.modot.org/media/16812 Standard Plan 203.20]. The length of spiral is the same as the length of superelevation and widening transition given in [https://www.modot.org/media/16819 Standard Plan 203.22].<br />
<br />
==230.1.6 Sight Distance==<br />
<br />
[[Media:Green Book Fig 3-22b.pdf|Figures 3-22b]] and [[media:Green Book Fig 3-23.pdf|3-23]] of the AASHTO Green Book (a graph diagram and equations) are used to determine the curve radius required to provide necessary horizontal sight distance for stopping and/or passing on roadway improvement projects.<br />
<br />
==230.1.7 Bridge Considerations==<br />
<br />
It is desirable to avoid vertical and horizontal curves on bridges. When a horizontal curve is unavoidable on a bridge, spirals and [[:Category:747 Bridge Reports and Layouts#Grades|minimum horizontal clearance]] will be maintained between the roadway and the bridge separation structure.<br />
<br />
==230.1.8 Curve Data on the Plans==<br />
<br />
Example plans are available to illustrate how required curve data are to be shown.<br />
<br />
==230.1.9 Stationing for the Main Roadway==<br />
<br />
Stationing for roadway improvement projects proceed from north to south or from west to east.<br />
<br />
If the project is an improvement of an existing route, the stationing of the existing route is used. The ends of the proposed improvement are tied to the existing route and equated when applicable.<br />
<br />
==230.1.10 Stationing for Crossroads==<br />
<br />
Stationing of intersected roadway is based on the existing stationing, if it exists. For crossroads where there is no existing stationing, the stationing proceeds from the left side of the intersection to the right side. The stationing is chosen so a five-station increment occurs at the intersection with the main roadway (ie. 15+00.00).<br />
<br />
A sufficient distance is allowed on the left side of an interchange to provide the proposed improvement without having to use negative stationing. The crossroad stationing is equated to the main roadway stationing at the point of intersection and the angle of intersection is indicated.<br />
<br />
==230.1.11 Ramp Base Lines and Stationing==<br />
<br />
The base line for a ramp is located along the right edge of the ramp travelway relative to the direction of traffic. The stationing is carried in the direction of traffic except for diamond interchange ramps. Diamond interchange ramps are stationed in the same direction as the main roadway stationing. Ramp base lines are equated to the main roadway or cross road at their termini.<br />
[[category:230 Alignment of the Roadway|230.1]]</div>Legged1https://epg.modot.org/index.php?title=607.3_One-Strand_Cable_-_Access_Restraint&diff=53334607.3 One-Strand Cable - Access Restraint2024-01-18T15:29:57Z<p>Legged1: update links</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Figures'''<br />
|-<br />
|[[media:607 Typical Fencing and Access.pdf|Fencing location and installation]]<br />
|}<br />
<br />
One-strand cable is used in conjunction with fencing to restrain access between [[232.5 Freeways#Outer Roads and Service Roads|outer roadways]] and through lanes. Cable placement is referenced to the outer roadway shoulder. See [https://www.modot.org/media/16862 Standard Plan 606.40] for more information. One-strand cable is indicated on the plans by the appropriate symbol. One-strand cable will be delineated according to MoDOT’s specifications.<br />
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[[Category:607 Fencing]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=53271616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-12-26T23:48:59Z<p>Legged1: /* 616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59) */</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
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'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
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===616.6.2.1 Existing Sign Use===<br />
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'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
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===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
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===616.6.3.2 Sign Height===<br />
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'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
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'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
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Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
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'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
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'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
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'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
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'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
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Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
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===616.6.3.3 Sign Mounting and Payment=== <br />
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'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
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'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
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The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
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Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
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'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
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These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
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A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
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Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
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Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
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These signs are constructed of a rigid substrate. <br />
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A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
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A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
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'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
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For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
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'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
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<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
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==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
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'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
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Signs that have lost significant legibility should be promptly replaced.<br />
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[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
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'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
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'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
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==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].<br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
|-<br />
|}<br />
<br />
<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
<br />
<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
<br />
'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
<br />
'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
<br />
===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
<br />
'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
<br />
'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
<br />
===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=231.1_Median_Width&diff=53270231.1 Median Width2023-12-20T22:35:21Z<p>Legged1: update links</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border: 1px solid #cccccc; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Figures'''<br />
|-<br />
|[[Media:231 Warrant for Median Barriers a.pdf|Median Barrier Warrant]]<br />
|}<br />
<br />
<br />
===231.1.1 Discussion===<br />
{|align="right"<br />
|-<br />
|[[Image:231.1 Photo1 Depressed Median.jpg|thumb|<center>Depressed Median</center>]]<br />
|-<br />
|[[Image:231.1 Photo2 Barrier Median.jpg|thumb|<center>Barrier Median</center>]]<br />
|}<br />
A wide separation between traffic moving in opposing directions is safer and more comfortable for the motorist than head-to-head traffic in close proximity. While this works well in rural areas, it may be necessary in densely developed areas with expensive right of way to provide a narrower median with a positive barrier. While MoDOT prefers to use the 60 ft. depressed median on rural and urban expressways and freeways, the cost to do so may become excessive. When this occurs, alternative designs for the improvement are to be considered. These alternatives must reflect the principles of [[231.2 Clear Zones|clear zone]] design. Positive median barriers are not always required; however, when they are needed MoDOT uses three basic types. They are [[:Category:617 Traffic Barrier|concrete barrier]], [[606.1 Guardrail#606.1.1 Types of Guardrail|guardrail (Type B)]] and [[606.2 Guard Cable|guard cable]].<br />
<br />
===231.1.2 Barrier Types===<br />
<br />
[[Media:231 Warrant for Median Barriers a.pdf|Concrete barrier and guardrail]] are best when used on flush medians narrower than 36 ft. Type B [[606.1 Guardrail|guardrail]] ([https://www.modot.org/media/16856 Standard Plan 606.00]) is used in those locations in which a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). Concrete barrier is generally limited to high volume roadways with narrow width medians. When [[:Category:617 Traffic Barrier|concrete barrier]] is used, Type C (and Type D as required) is the preferred configuration for new construction. Type A (and Type B as required) are only to be used for new construction projects in a retrofit condition or to “tie in” to existing Type A concrete barrier, which exists on adjoining sections of roadway. An approved crash cushion or sloped end crashworthy end terminal is the required end treatment for concrete barriers. A barrier height transition is not used in locations where the posted speed limit is greater than 35 mph. Where height transitions are used, they are located as far as practicable from the traffic lanes, and if possible, the lead end flared outside the clear zone. Concrete barrier details and barrier height transitions are shown in [https://www.modot.org/media/16893 Standard Plan 617.10]. The distance between the left hand edge of the lane next to the median and the face of the concrete median barrier is limited to not more than 15 ft.<br />
<br />
Many existing freeways have medians that are more than 36 ft. in width. These medians are of sufficient width to satisfy clear zone requirements, thus making the provision of median barrier optional. While the provision of a concrete barrier or Type B guardrail may not be required at these locations, a three-strand guard cable may be desirable. [[606.2 Guard Cable|Guard cable]] is effective is these situations and in locations with cross-median accident history.<br />
<br />
===231.1.3 Turning Movement and Storage Length Requirements===<br />
<br />
When a median narrower than 60 ft. is provided on an expressway located on a major route, the turning movement requirements of the design vehicle must be considered. In addition, the length of storage area necessary to accommodate the design vehicle within the median must be determined to maximize safe operation of the improvement.<br />
<br />
===231.1.4 Raised Curb Medians===<br />
<br />
A closed median with raised curbs can be an effective design when used on a minor roadway in urban areas. The width of the median in these situations is a function of the turning movements of the design vehicle.<br />
<br />
Raised curbed medians provide curbs 6 to 8 in. in height, and may be integral, or curb and gutter. Mountable curbs are usually used except where protected left turn lanes are provided or where a vertical curb face is specified. Where vertical curb face is used, the curb is offset from the edge of the traffic lane by at least 1 ft. for continuous medians and at least 2 ft. for islands and short median sections. Raised curbed medians are used where depressed medians cannot be provided and on roads other than freeways with volumes of traffic under 20,000 AADT. Continuous raised medians 10 ft. or less in width are usually paved and those wider than 10 ft. are usually sodded. Short raised medians are paved. With concrete paved traffic lanes or curb and gutter, the raised median is paved with asphaltic concrete or portland cement concrete. Where the traffic lanes are asphaltic concrete the raised median is paved with asphaltic concrete. Plans show details for doweling of concrete median strip to previously constructed pavement. Details of the face of curb on concrete median strip are the same as shown on standard plans. The concrete area of irregular shaped medians is computed by the square yard. The concrete area of medians of uniform width is computed by the linear foot. The same unit of measurement for median quantities is used on a project to reduce the number of bid items. Payment for constructed median is made under the item concrete median or concrete median strip. Medians using asphaltic concrete are paid for by the ton of required asphaltic concrete material.<br />
<br />
===231.1.5 Painted Flush Medians===<br />
<br />
Painted flush medians are provided on all multi-lane roadways when median widths are 4 ft. or less. A minimum median width of 4 ft. is used where feasible. Painted median lines consist of two solid yellow lines in each direction.<br />
[[category:231 Typical Section Elements for Roadways|231.01]]</div>Legged1https://epg.modot.org/index.php?title=606.1_Guardrail&diff=53177606.1 Guardrail2023-12-06T23:18:19Z<p>Legged1: /* 606.1.3.3 Transitions and Connections */ update link</p>
<hr />
<div>[[image:606.1 GUARDRAIL.jpg|right|450px]]<br />
<br />
==606.1.1 Types of Guardrail==<br />
<br />
===31 in. Midwest Guardrail System===<br />
:'''MGS Guardrail 6 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.<br />
<br />
:'''MGS Guardrail 8 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.<br />
<br />
:'''MGS Double Faced Guardrail -''' double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median. <br />
<br />
:'''MGS Guardrail 6 ft. Post, 3 ft. 1-½ in. spacing -''' single W beam rail with 3 ft. 1-1/2 in. post spacing.<br />
<br />
:'''MGS Guardrail 6 ft. Post, 1 ft. 6-¾ in. spacing -''' single W beam rail with 1 ft. 6-3/4 in. post spacing.<br />
<br />
:'''MGS Long Span 6 ft. Posts –''' a single W beam rail system with modifications to omit certain posts at drainage culverts and small bridges.<br />
<br />
===29 in. NCHRP 350 Guardrail System===<br />
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|-<br />
|align="center"|'''[[media:606.1.3.1 Guardrail Length of Need Calculator Jul 2021.xlsx|Guardrail Length of Need Calculator]]'''<br />
|}<br />
:'''Type A Guardrail''' - single W beam rail with 6 ft. 3 in. post spacing.<br />
<br />
:'''Type B Guardrail''' - double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.<br />
<br />
:'''Type D Guardrail''' - single W beam rail with 12 ft. 6 in. post spacing for use at end of road or street.<br />
<br />
:'''Type E Guardrail''' - single thrie beam rail with 3 ft. 1-½ in. post spacing.<br />
<br />
==606.1.2 Guardrail Terms==<br />
<br />
'''Blockout –''' a spacer block to separate the guardrail beam from the post used on most types of guardrail. <br />
<br />
'''Bullnose Guardrail System –''' an enclosed guardrail design that wraps a semi-rigid guardrail around a hazard. <br />
<br />
'''End Anchor -''' a guardrail end device without a buffer end to develop the full strength of the rail system. <br />
<br />
'''Embedded End Anchor -''' an end anchorage system for guardrail whereby the rail is embedded in a concrete block and buried in the backslope. <br />
<br />
'''MASH 2016 –''' AASHTO ''Manual for Assessing Safety Hardware'' (2016), or newer. <br />
<br />
'''MASH 2016 End Terminal –''' Crashworthy End Terminals that have been approved using the MASH 2016 testing requirements.<br />
<br />
'''MGS Guardrail –''' Midwest Guardrail System (MGS) a non-proprietary MASH 2016 approved guardrail system.<br />
<br />
'''Non-350 Guardrail -''' Existing guardrail that does not meet NCHRP 350 testing requirements. Existing Type A guardrail that is either less than 27 ¾ in. tall, uses steel blockouts, or uses blockouts that are less than 8 in. deep is considered to be Non-350 Guardrail. <br />
<br />
'''Pre-350 End Terminal –''' Devices that have not been approved by NCHRP 350 test requirements. Examples include Breakaway Cable Terminals (BCT), MELT, Turn-down ends, concrete height transitions and any unprotected blunt ends.<br />
<br />
'''Rock Face End Anchor -''' an end anchorage system for guardrail whereby the rail is bolted to a rock face. <br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right" <br />
|-<br />
|<center>'''Figures'''</center><br />
|-<br />
|[[Media:606.1 Warrant for Median Barriers.pdf|Warrant for Median Barriers]]<br />
|-<br />
|<center>'''Videos'''</center><br />
|-<br />
|These are very short video clips of guardrail crash tests conducted at the Midwest Roadside Safety Facility in Lincoln, Nebraska. The video image is very small (and typically located on the lower left of your screen) unless you click the video's enlarge button.<br />
|-<br />
|[[media:606.1 A successful pickup test, real time.wmv|A successful pickup test]]<br />
|-<br />
|[[media:606.1 A successful pickup test, slow motion.wmv|A successful pickup test, slow motion]]<br />
|-<br />
|[[media:606.1 Another successful pickup test, real time.wmv|Another successful pickup test]]<br />
|-<br />
|[[media:606.1 Another successful pickup test, rear view.wmv|Another successful pickup test, rear view]]<br />
|-<br />
|[[media:606.1 A successful car test.wmv|A successful car test]]<br />
|-<br />
|[[media:606.1 An unsuccessful pickup test.wmv|An unsuccessful pickup test]]<br />
|-<br />
|MoDOT cooperates with other states in the [http://www.mwrsf.unl.edu/About.htm Midwest State's Regional Pooled Fund Program] to develop and improve new and innovative safety devices.<br />
|}<br />
<br />
==606.1.3 Guardrail Systems==<br />
<br />
Beam guardrail systems are shown in [https://www.modot.org/media/16856 Std. Plan 606.00] and other standard plans. Strong post W-beam guardrail (MGS, Type A and Type B) and thrie beam guardrail (Type E) are semirigid barriers used predominantly on roadsides. Installed correctly, W-beam laps the rail splices in the direction of the traffic flow, crashworthy end terminals are used and the rail is blocked away from the strong posts. Placement of curb at guardrail installations also requires careful consideration. <br />
<br />
The Midwest Guardrail System (MGS) is mounted at a 31 in. rail height, requires blockouts that are 12 in. deep (measured from the rail to the post) and includes rail elements that are spliced between guardrail posts. <br />
<br />
The MGS offers tolerance for future resurfacings. The MGS allows a 3 in. height tolerance from 31 in. to 28 in. without adjustment of the rail element. <br />
<br />
===606.1.3.1 Guardrail Selection and Placement===<br />
During the project development process, use the following guidance to determine the guardrail improvements for the project: <br />
<br />
:* Use MGS for new runs of guardrail on all routes. When guardrail is installed along existing shoulders that are 4 ft. or wider, the shoulder width may be reduced by 4 in. to accommodate the 12 in. blockout. For shoulders narrower than 4 ft., long post MGS should be considered.<br />
<br />
:* On major routes with existing guardrail height at or higher than 27 ¾ in., the guardrail may be used in place.<br />
<br />
:* On major routes with existing guardrail height lower than 27 ¾ in., replace the run with MGS.<br />
:::* For existing guardrail height lower than 27 ¾ in. within the limit of ramps, replace the run with MGS.<br />
:::* Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be a judgment of the engineer of record.<br />
<br />
:* On minor routes, existing runs of rail, in serviceable condition, may be left in place. Engineering judgment in accordance with AASHTO’s ''Roadside Design Guide'' and crash history should be used to evaluate guardrail needs for each project. Where future overlays are anticipated within the next ten years, use of MGS should be considered.<br />
<br />
:* On minor routes where any portion of the guardrail run is repaired, moved or modified in any way, the following options are available based upon the height of rail:<br />
:::* For existing runs with a rail height lower than 24 ¾ in., replace the run with MGS.<br />
:::* For existing runs in serviceable condition with a rail height lower than 27 ¾ in. but as high or higher than 24 ¾ in., adjust the height to a minimum height of 27 ¾ in. or replace the run with MGS at 31 inches.<br />
:::* Existing runs with rail height of 27 ¾ in. or greater can be used in place.<br />
<br />
:* When it is necessary to replace more than 50% of an existing length of guardrail as a result of slides or extensive damage, the entire length of guardrail is to be removed and replaced with MGS at 31 inches.<br />
<br />
:* Some 31 in. proprietary guardrail systems that do not incorporate the use of blockouts have been successfully crash-tested for MASH 2016. The use of this type of system may be appropriate for some applications. Contact the Design Division for further details. <br />
<br />
:* Criteria for guardrail use on [[232.5 Freeways|outer roadways]] are the same as for other roads except for the shoulder side adjacent to a through lane. Guardrail is specified along outer roadways where the outer roadway is 10 ft. or more above the main roadway, and the shoulder of the outer roadway is less than 25 ft. from the top of the roadway backslope. Sometimes it is more economical to move the outer roadway back sufficiently to eliminate the requirement for guardrail. Guardrail along outer roadways is installed with the face of the rail toward the outer roadway. Double faced MGS may be required if the guardrail is within the limits of the clear zone for the through lanes. <br />
<br />
'''Additional Guidance'''<br />
<br />
:* The slope of the area between the edge of the shoulder and the face of the guardrail must be 1V:10H (10:1) or flatter. Do not place guardrail on a fill slope steeper than 1V:6H (6:1).<br />
<br />
:* Shoulder cross slope may be adjusted during resurfacing in an attempt to use in place existing guardrail (in serviceable condition) that meets current design guidelines. The accepted range in cross-slope for shoulders is 2% to 6%. A tapered shoulder resurfacing to a minimum ½ in. thickness may be considered. A maximum of 8% algebraic difference in the slope of pavement and shoulder at the pavement edge is permitted. If the shoulder surfacing cannot be tapered to minimum thickness without exceeding the maximum cross slope, the shoulder resurfacing will be constructed to the minimum cross slope of 2% and the existing guardrail will be replaced with MGS at 31 inches.<br />
<br />
:* On the high side of superelevated sections, place guardrail at the edge of shoulder prior to the slope break. <br />
<br />
:* For guardrail installed at or near the shoulder, 2 ft. of shoulder widening behind the guardrail posts must be provided from the back of the post to the beginning of a fill slope. On existing roadways with less than 2 ft. behind the guardrail, Class III shaping slopes shall be used to widen the shoulder.<br />
<br />
:* On projects where no roadway widening is proposed and the minimum 2 ft. shoulder widening behind the barrier is not practicable, the 8 ft. MGS long post design should be used. A cost analysis should be conducted to determine whether to add the 2 ft. shoulder widening or use 8 ft. MGS long post design. For fill slopes steeper than 1V:2H (2:1), the use of special designs are necessary. Contact the Design Division for further details. <br />
<br />
:* MASH 2016 end terminals at 31 in. height will require a height and lateral transition for connection to existing non-MGS guardrail. The plans will need to include a 25 ft. MGS Transition Section between the MASH 2016 end terminal and the existing or modified guardrail.<br />
<br />
:* Adjustment of guardrail height should be performed in accordance with the guidance provided in the [https://epg.modot.org/files/2/27/606_Adjusting_Low_Guradrail.pdf Assessment of Existing G4(1S) Strong Post Guardrail (Rail)]. The minimum guardrail height after adjusting/replacing blocks is 27 ¾ inches. If the 27 ¾ in. height will not be achieved, the guardrail must be replaced with MGS. A non-standard job special provision for height adjustment is available. <br />
<br />
:* In areas of a roadway cut section, or where the road is transitioning from cut to fill, designers may consider the application of an embedded terminal. Often this can be accomplished by extending the guardrail beyond the length of need to tie the guardrail into the backslope. When properly designed and located, this type of anchor provides full shielding for the identified hazard, eliminates the possibility of an end-on impact with the terminal, and minimizes the likelihood of the vehicle passing behind the rail.<br />
<br />
:* Any unconnected or unacceptably connected bridge approach guardrail is to be connected to the bridge by an acceptable transition design.<br />
<br />
:* The use of curb in conjunction with guardrail is discouraged. When used in conjunction with MGS, an acceptable option is to place up to a 6 in. high curb at a maximum 6 in. offset outside the face of the rail at any posted speed. Where barrier curb is used, guardrail is placed with the guardrail face located at the face of the curb and the top of the rail is located 31 in. above the pavement elevation at the curb face. Where mountable curb is used, guardrail is placed with the face at the edge of the usable shoulder and the top of the rail is located 31 in. above the shoulder elevation. Where curb and gutter is used, guardrail is placed with the guardrail face at the face of curb and the top of the rail at 31 in. above the gutter flow line. <br />
<br />
:* When an obstacle such as a culvert headwall is located close to the shoulder line, the MGS long-span section can be used to span up to 25 feet. When obstacles are to be marked with a [[903.17 Delineation and Object Markers|Type 3 Object Marker]], it shall be in accordance with [[903.17 Delineation and Object Markers#903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65)|EPG 903.17.4 Object Markers for Obstructions Adjacent to the Roadway]].<br />
<br />
:* Guardrail should be used to protect traffic from non-breakaway signposts, sign trusses and bridge piers within the clear zone. Typical treatments are indicated in the standard plans. Bridge piers located close to the roadway are marked with a Type 2 Object Marker. <br />
<br />
:* Guardrail is usually galvanized and has a silver color. It can also be provided in weathering steel that has a brown or rust color. Along Scenic Byways, at scenic overlooks, state highways through national forests, or other designated areas where aesthetic guardrail is needed, consider using weathering steel guardrail, colored terminals (powder-coated galvanized steel), colored steel posts (galvanized weathering steel or powder-coated galvanized steel) or wood posts to minimize the barrier’s visual impact. Funding for the increased cost of aesthetic guardrail should come from the local public agency or other outside sources. If a specific appearance is deemed appropriate in order to coordinate with existing facilities or some other aspect of the scenic location, the designer is to specify the system desired with a job special provision.<br />
<br />
Guardrail details and typical locations for installation are shown in the standard plans. Guardrail is shown by proper legend on the plan sheets and the station location and quantities are tabulated on the 2B sheets. Quantities are tabulated in 12 ft. 6 in. increments. Curved sections of guardrail are to be installed on curves with a radius of 150 ft. or less. The plans specify the lengths of curved guardrail and the radius of curvature. Curved guardrail is not tabulated separately on the plans. Examples of [https://epg.modot.org/index.php?title=620.5_Delineators_%28MUTCD_Chapter_3F%29#620.5.5_Guardrail_Delineation guardrail delineation] and tabulation are shown in [https://epg.modot.org/files/0/0a/235_Sample_Preliminary_Plans.pdf Sample Plans].<br />
<br />
'''Fill Slopes'''<br />
<br />
Fill slopes can present a risk to an errant vehicle with the degree of severity dependent upon the slope and height of the fill. Providing fill slopes that are 1V:4H (4:1) or flatter can mitigate this condition. If flattening the slope is not feasible or cost-effective, the installation of a barrier might be appropriate. Figs. 5.1 through 5.3 in the ''AASHTO Roadside Design Guide'' provide guidelines to determine whether a fill slope constitutes a condition for which a barrier is a cost-effective mitigation. The curves are based on the severity indexes and represent the points where total costs associated with a traffic barrier are equal to the predicted cost of crashes over the service life for selected slope heights without traffic barrier. If the ADT and height of fill intersect on the “Barrier Considered” side of the embankment slope curve, then provide a barrier if flattening the slope is not feasible or cost-effective. <br />
<br />
If the figure indicates that barrier is not recommended at an existing slope, that result is not justification for a deviation. For example, if the AADT is 4,000 and the embankment is 10 ft. tall, barrier might be cost-effective for a 1V:2H (2:1) slope, but not for a 1V:2.5H (2.5:1) slope. This process only addresses the potential risk of exposure to the slope. Obstacles on the slope can compound the condition. Where barrier is not cost-effective, use the recovery area formula to evaluate fixed objects on critical fill slopes shorter than 10 feet. <br />
<br />
Guardrail is usually not used to protect traffic from headwalls located outside of the shoulder line of roadways without clear zones unless warranted by high fills. Exceptions include interstate safety modification projects where clear zones are not added and where it may not be economically feasible to extend a large box culvert to locate the headwall outside the clear zone point.<br />
<br />
For routes under 400 AADT, guardrail for fill slopes is optional, however, good design judgment may require guardrail when conditions warrant.<br />
<br />
'''Cut Slopes'''<br />
<br />
A cut slope is usually less of a risk than a traffic barrier. The exception is a rock cut with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection. <br />
<br />
Analyze the potential motorist risk and the benefits of treatment of rough rock cuts located within the Design Clear Zone. Conduct an individual investigation for each rock cut or group of rock cuts. A cost-effectiveness analysis that considers the consequences of doing nothing, removal, smoothing of the cut slope, and other viable options to reduce the severity of the condition can be used to determine the appropriate treatment. Some potential options are: <br />
<br />
:* W-beam guardrail barrier<br />
:* Concrete barrier.<br />
<div id="Length of Need"></div><br />
<br />
'''Length of Need'''<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right" <br />
|-<br />
|align="center"|'''[[media:606.1.3.1 Guardrail Length of Need Calculator Jul 2021.xlsx|Guardrail Length of Need Calculator]]'''<br />
|}<br />
The length of guardrail needed to shield a fixed feature (length of need) is dependent on the location and geometrics of the object, direction(s) of traffic, posted speed, traffic volume, and type and location of traffic barrier. The length of need and the flare rate of the guardrail shall be determined in accordance with the procedures contained in Sections 5.6.3 and 5.6.4 of the ''AASHTO Roadside Design Guide''. The general geometric data covering the length of need are illustrated on Figure 5.39 of the Roadside Design Guide. <br />
<br />
Guardrail protection for fixed objects such as trees or utility poles may be necessary. If this protection is required, the protection is determined from the near lane on one-direction roadways and from both lanes on a two-direction roadway. Guardrail is warranted in advance of any fixed object located within the clear zone provided the object is potentially more damaging than the guardrail if struck by a vehicle and the object cannot be economically removed, relocated, or made crashworthy by means of breakaway type construction. When designing a barrier for a fill slope, the length of need begins at the point where the need for barrier is recommended. <br />
<br />
When barrier is to be installed on the outside of a horizontal curve, the length of need can be determined graphically. For installations on the inside of a curve, determine the length of need as though it were straight. Also, consider the flare rate, barrier deflection, and barrier end treatment to be used. <br />
<br />
When guardrail is placed in a median, consider the potential for impact from opposing traffic when conducting a length of need analysis. When guardrail is placed on either side of objects in the median, consider whether the trailing end of each run of guardrail will shield the leading end of the opposing guardrail. Shield the leading end when it is within the clear zone of opposing traffic. This is also a consideration for outer roads. <br />
<br />
Before the actual length of need is determined, establish the lateral distance between the proposed barrier installation and the object shielded. Provide a distance that is greater than or equal to the anticipated deflection of the longitudinal barrier (See standard plans for barrier deflections). Place the barrier as far from the edge of the traveled way as possible while maintaining the deflection distance. <br />
<br />
If the end of the length of need is near an adequate cut slope, extend the guardrail and embed it in the slope or attach it to a rock cut. Avoid gaps of 300 feet or less. Short gaps are acceptable when the guardrail is terminated in a cut slope. If the end of the length of need is near the end of an existing barrier, it is recommended that the barriers be connected to form a continuous barrier. Consider maintenance access issues when determining whether or not to connect barriers.<br />
<br />
'''Barrier Deflections '''<br />
<br />
Expect all barriers except rigid barriers (such as concrete bridge rails) to deflect when hit by an errant vehicle. The amount of deflection is primarily dependent on the stiffness of the system. However, vehicle speed, angle of impact, and weight also affect the amount of barrier deflection. For flexible and semirigid roadside barriers, the deflection distance is designed to help prevent the impacting vehicle from striking the object being shielded. For unrestrained rigid systems (unanchored precast concrete barrier), the deflection distance is designed to help prevent the barrier from being knocked over the side of a drop-off or steep fill slope (1V:2H [2:1] or steeper). <br />
<br />
In median installations, design systems such that the anticipated deflection will not enter the lane of opposing traffic using deflection values that were determined from crash tests. When evaluating new barrier installations, consider the impacts where significant traffic closures are necessary to accomplish maintenance. Use a rigid system where deflection cannot be tolerated, such as in narrow medians or at the edge of bridge decks or other vertical drop-off areas. Runs of rigid concrete barrier can be cast in place or extruded with appropriate footings. <br />
<br />
In some locations where deflection distance is limited, anchor precast concrete barrier. Unless the anchoring system has been designed to function as a rigid barrier, some movement can be expected and repairs may be more expensive. Use of an anchored or other deflecting barrier on top of a retaining wall without deflection distance provided requires approval from the Design Division.<br />
<br />
Refer to Table 606.1.3.1 for barrier deflection design values when selecting a longitudinal barrier. The deflection distances for cable and guardrail are the minimum measurements from the face of the barrier to the fixed feature. The deflection distance for unanchored concrete barrier is the minimum measurement from the back edge of the barrier to the drop-off or slope break. The minimum offset to the obstacle can be eliminated completely by attaching the rail to the obstacle by use of a bridge anchor section. <br />
<br />
<center>'''Table 606.1.3.1''' <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Barrier Type!! style="background:#BEBEBE" |System Type!! style="background:#BEBEBE" |Deflection<br />
|-<br />
|Cable barrier||Flexible|| Min. 8 ft.<br/>(face of barrier to object)<br />
|-<br />
|Type A guardrail||Semirigid|| 4 ft.<br/>(back of post to object)<br />
|-<br />
|Type E guardrail||Semirigid|| 2 ft.<br/>(back of post to object)<br />
|-<br />
|MGS guardrail||Semirigid|| 2 ft. 6 in.<br/>(back of post to object)<br />
|-<br />
|MGS, 3’ 1 ½” post spacing||Semirigid|| 2 ft.<br/>(back of post to object)<br />
|-<br />
|MGS, 1’ 6 ¾” post spacing||Semirigid|| 1 ft. 6 in.<br/>(back of post to object)<br />
|-<br />
|MGS guardrail, double faced||Semirigid|| 2 ft.<br/>(back of post to object)<br />
|-<br />
|Permanent concrete barrier, unanchored||Rigid Unrestrained|| 3 ft.<sup>'''1'''</sup><br/>(back of barrier to object)<br />
|-<br />
|Temporary concrete barrier, unanchored||Rigid Unrestrained|| 2 ft.<sup>'''2'''</sup><br/>(back of barrier to object)<br />
|-<br />
|Precast concrete barrier, anchored||Rigid Anchored|| 6 in.<br/>(back of barrier to object)<br />
|-<br />
|Rigid concrete barrier||Rigid|| No deflection<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> When placed in front of 2:1 or flatter fill slope, the deflection distance can be reduced to 2 feet.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> When used as temporary bridge rail, anchor all barrier within 3 feet of drop-off.<br />
|}<br />
</center><br />
<br />
===606.1.3.2 End Terminals, Crash Cushions and Anchors===<br />
<br />
A guardrail anchor is needed at the end of a run of guardrail to develop tensile strength throughout its length. In addition, when the end of the barrier is subject to head-on impacts, an end treatment is needed. End treatments generally fall into two categories: end terminals and crash cushions. <br />
<br />
Guardrail should be extended outside of the clear zone, or the guardrail end is to be embedded into an adjacent embankment or attached to a solid rock face to eliminate the need for a crashworthy end treatment. If these options are not practical, all approach ends of guardrail are provided with a crashworthy end treatment. All downstream ends on two-way roadways are provided with a crashworthy end treatment. Downstream ends on dual lane highways that are not within the clear zone of the opposing lanes need only be treated with end anchors. The plans are to indicate where a crashworthy end treatment is to be installed and a separate payment is made for each crashworthy end treatment.<br />
<div id="During the project development process"></div><br />
During the project development process, use the following guidance to determine the guardrail improvements for your project.<br />
:* Use MASH 2016 crashworthy end terminals for exposed ends of all new runs of guardrail on all routes. <br />
:::* On dual lane facilities, guardrail end terminals are to be upgraded with MASH 2016 crashworthy end terminals in both directions even if the project covers only rehabilitation of the roadway in one direction. <br />
:* On major routes, replace all existing Pre-350 and 350 end terminals with MASH crashworthy end terminals.<br />
:::* Downstream Pre-350 and 350 end terminals outside of the major route clear zone may remain in place as long as the terminal provides sufficient anchorage to the guardrail system.<br />
:::* End terminals within the limits of ramps will be upgraded to MASH 2016 crashworthy end terminals. Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be up to the judgment of the engineer of record.<br />
:* On major routes, guardrail or concrete barrier blunt ends located on either side of a two-way roadway or on the guardrail approach end of dual lane facilities must be replaced with a MASH 2016 crashworthy end terminal even if the project covers only rehabilitation of the roadway in one direction. <br />
:* Median Pier Protection: All undamaged bullnose systems may remain in place. Any Pre-350 and 350 end terminals (not protected by guard cable) and Non-350 Guardrail on median pier protection systems shall be replaced with MASH 2016 approved end terminals and MGS guardrail.<br />
:* On minor routes, damaged end terminals shall be replaced with MASH 2016 crashworthy end terminals.<br />
:* On minor routes, existing end terminals (in serviceable condition) may be left in place. Engineering judgment in accordance with AASHTO’s Roadside Design Guide and crash history should be used to determine guardrail improvements for each project.<br />
<br />
'''Grading for New Roadway Construction.''' When an end terminal falls within the limits of an area that includes construction of a new roadbed, provide the needed embankment (cut/fill) quantities to construct the Standard Grading Limits shown in [https://www.modot.org/media/16869 Standard Plan 606.81] and include that volume in the tin model. Indicate in the Summary of Quantities for Crashworthy End Terminals that “Standard Grading Limits” are required and that payment is included in the embankment quantities.<br />
<br />
See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.<br />
<br />
'''Grading for Existing Roadbeds.''' When end terminals are to be installed on an existing roadway, an evaluation of each location should be made to determine if an existing platform is already in place that meets the Standard Grading Limits shown in Std. Plan 606.81. If a sufficient platform does exist, indicate in the Summary of Quantities for Crashworthy End Terminals that no grading is necessary.<br />
<br />
If an existing platform does not exist, or is insufficient, evaluate the existing terrain and determine whether the Standard Grading Limits can reasonably be constructed with Shaping Slopes Class III without creating an excessively steep in-slope or blocking the ditch with fill (that is, project scope generally does not include purchasing new right of way and/or making significant alterations to the existing in-slopes/back-slopes/ditches). For most existing locations, retrofitting the terrain to meet the Standard Grading Limits is not feasible, but if it is, indicate in the Summary of Quantities for Crashworthy End Terminals that Standard Grading Limits are required and include the necessary quantities for Shaping Slopes Class III.<br />
<br />
If it is not practical to construct the Standard Grading Limits but Alternate Grading Limits can reasonably be constructed, indicate in the Summary of Quantities for Crashworthy End Terminals that “Alternate Grading Limits” are required and include the necessary quantities for Shaping Slopes Class III. This is the most common option for existing roadways.<br />
<br />
Shaping Slopes Class III should not be used if the existing terrain requires significant quantities of fill. When significant grading is required, other grading pay items should be used with specific volumetric quantities.<br />
<br />
If the existing terrain is such that Alternate Grading Limits cannot be reasonably constructed within the project scope, a design exception may be necessary.<br />
<br />
See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.<br />
<br />
'''Bridge End Treatment'''<br />
<br />
Guardrail is placed at bridge end in accordance with typical locations show in the standard plans on most routes. When the bridge end is shielded with guardrail, crashworthy end terminals are provided.<br />
<br />
On certain low-volume highways throughout the state, bridge ends may be delineated in lieu of shielding. This option is viable where the operating speed is less than 60 mph and the design AADT is 400 or fewer vehicles per day. The delineation-only option is primarily governed by the parameters of speed and volume. Irrespective of any values for these parameters, however, the use of delineation-only is prohibited on Major Routes as well as the National Highway System (NHS). <br />
<br />
Use of the delineation-only option is not recommended on bridge ends in areas of poor geometry (horizontal alignment, vertical alignment, sight distance, etc.). Nor is it recommended in areas with a crash history (as calculated between two points at least 0.25 miles from either approach) in excess of the statewide average for similar road. If further analysis of either of these situations proves the delineation option to be viable, then a design exception should be obtained for its use. <br />
<br />
Additionally, the delineation-only option should be limited to those bridge replacements or rehabilitations where the existing structure was unshielded or the existing roadway template cannot reasonably accommodate the installation of guardrail. <br />
<br />
Guardrail is not generally used to protect traffic from the ends of bridges carrying a crossroad or street over the through lanes in developed areas where speed controls exist or sidewalks are provided. If however, at ends of such bridges the roadway is in a high fill or has sharp curvature, guardrail may be considered. <br />
<br />
'''Embedded and Rock Face Terminals'''<br />
<br />
An embedded terminal is designed to terminate the guardrail by burying the end in a backslope. The embedded terminal is the preferred terminal because it eliminates the exposed end of the guardrail. The embedded terminal uses a concrete block anchor or embedded steel post to develop the tensile strength in the guardrail. The backslope needed to install an embedded terminal is to be 1V:3H (3:1) or steeper and at least 4 ft. above the roadway. The entire embedded terminal can be used within the length of need for backslopes of 1V:1H (1:1) or steeper if the barrier remains at full height in relation to the roadway shoulder to the point where the barrier enters the backslope. For backslopes between 1V:1H (1:1) and 1V:3H (3:1), design the length of need beginning at the point where the W-beam remains at full height in relation to the roadway shoulder usually beginning at the point where the barrier crosses the ditch line. If the backslope is flatter than 1:1, provide a minimum 20-ft. wide by 75 ft. long distance behind the barrier and between the beginning length of need point at the terminal end to the mitigated object to be protected. <br />
<br />
For new installations, flare the guardrail to the foreslope/backslope intersection using a flare rate that meets the criteria in [https://www.modot.org/media/16860 Standard Plan 606.30] and or [https://www.modot.org/media/16868 Standard Plan 606.80]. Provide a 1V:4H (4:1) or flatter foreslope into the face of the guardrail and maintain the full guardrail height to the foreslope/backslope intersection in relation to a 1V:10H (10:1) line extending from edge of shoulder breakpoint. <br />
<br />
For rock cuts with a smooth face, a rock face guardrail anchor is the preferred terminal. This option should not be used on rock cuts with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.<br />
<br />
'''Crashworthy End Terminals and Crash Cushions'''<br />
<br />
If an embedded terminal or rock face anchor cannot be installed, consider installing a crashworthy end terminal and/or crash cushion. Crashworthy end terminals and crash cushions are devices used to provide an acceptable level of safety to the end of a roadside barrier or fixed object. Such treatment is required because of the serious consequences that may result from a vehicle impacting an unprotected barrier or object. An unprotected barrier or object can cause an impacting vehicle to abruptly stop, become unstable or roll; it can even penetrate the passenger compartment, all of which increase the risk of injury to the vehicle’s occupants. <br />
<br />
End terminals or crash cushions that have met the safety requirements contained in MASH 2016 are deemed crashworthy and must be listed as eligible for use on the [https://epg.modot.org/index.php/Category:123_Federal-Aid_Highway_Program#123.1.1_FHWA_Oversight_-_National_Highway_System NHS] by FHWA. MoDOT then reviews these items and makes a determination of their use on Missouri’s state-owned roadways. Refer to [http://www.modot.org/business/standards_and_specs/endterminals.htm MoDOT’s End Terminals, Crash Cushions and Barrier Systems website] for more information on approved crashworthy end terminals. <br />
<br />
While crashworthy end terminals do not require an offset at the end, a flare is recommended so the end piece does not protrude into the shoulder. These terminals may have a 2 ft. offset to the first post. Four feet of widening is needed at the end posts to properly anchor the system. When widening includes an embankment, fill material will be necessary for optimum terminal performance. (See Standard Plan 606.30 for widening details.) When the entire barrier run is located farther than 12 ft. beyond the shoulder break point and the slopes are greater than 1V:10H (10:1) and 1V:6H (6:1) or flatter, additional embankment at the terminal is not needed. Crashworthy end terminals located within 10 ft. of the edgeline will be delineated with a Type 3 Modified Object Marker. <br />
<br />
Currently, there is not a MASH 2016 approved flared-end terminal system. However, if a flared-end terminal is needed, there are NCRHP 350 systems available. These designs include an anchor for developing the tensile strength of the guardrail. The length of need begins at the third post for two approved flared terminals. When a flared terminal is specified, it is critical the embankment quantity also be specified so the area around the terminal can be constructed as shown in the standard plans. <br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="340px" align="right" <br />
|-<br />
|align="center"|'''Additional information on crashworthy end terminals and internet links to approved terminals'''<br />
|-<br />
|align="center"|[http://www.modot.mo.gov/business/standards_and_specs/endterminals.htm. MoDOT's end terminal website]<br />
|-<br />
|align="center"|[[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block|EPG 1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block]]<br />
|}<br />
There are five distinct types of end terminals and crash cushions; Type A, B, C, D and E. This classification aids in the designers’ selection of the appropriate treatment for a given context. It is important to note each of these treatments reduces driver risk to equally acceptable levels and the classifications are based merely on the benefit/cost associated with replacement or repair. <br />
<br />
Each type is classified as follows: <br />
<br />
'''End Terminals'''<br />
<br />
'''Type A.''' Type A end terminals are treatments used for one-sided barriers such as roadside guardrail or roadside concrete barrier. These devices can also be used on one-sided barriers in [[231.1 Median Width|the median]], provided sufficient clear space is available behind the system to allow opposite direction traffic to recover from an errant path.<br />
<br />
'''Crash Cushions'''<br />
<br />
'''Type B.''' Type B crash cushions are end treatments used for double-sided barriers, most often in the median. These devices can safely be impacted from several angles including the opposite direction. Type B crash cushions cannot be installed in paved surface locations unless the installation is temporary and the paved area will be resurfaced after the system’s removal. <br />
[[image:606.3.2 Type C.jpg|left|225px||thumb|<center>'''A Type C Crash Cushion'''</center>]]<br />
'''Type C.''' Type C crash cushions are an end treatment used for double-sided barriers, in gore areas and in the median. Like the Type B, this device can safely be impacted from several angles usually ranging from head-on to the opposite direction. Type C crash cushions, however, may be installed in both paved and unpaved surface locations, but must be installed on an asphalt or concrete pad in non-paved areas. After impact, these crash cushions are usually damaged beyond repair and as such, should be used only in areas where low, annual-impact frequencies are expected. <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" <br />
|+<br />
! style="background:#BEBEBE"|'''[http://safety.fhwa.dot.gov/roadway_dept/ FHWA Eligibility Letters]<br/> for Roadside Safety Devices'''<br />
|-<br />
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/barriers/ Barrier, Guardrails and Longitudinal Barriers] <br />
|-<br />
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/breakaway/ Breakaway Signs/Lighting Supports] <br />
|-<br />
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/wzd/ Work Zone Devices] <br />
|}<br />
<br />
'''Type D.''' Type D crash cushions have all of the installation and performance parameters of the Type C, but must be at least 80% reusable and have the ability to be reset manually with a moderate amount of repair. Type D crash cushions should be used in gore areas or medians with moderate traffic volumes and where high-impact frequencies are expected.<br />
<br />
'''Type E.''' Type E crash cushions have all of the installation and performance parameters of the Type C but must have the ability to reset with little or no manual intervention and have an average cost of repair under $250 per event. Type E crash cushions should be used in gore areas or medians with high traffic volumes and where high-impact frequencies are expected. <br />
<br />
Use the following decision matrix to help determine the appropriate end treatment for a given context, not to determine whether or not a barrier or object should be protected. The expected crashes per year are on an average basis:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" colspan="8"|End Treatment Decision Matrix<br />
|-<br />
!colspan="2"|One-Sided Protection Required!!colspan="6"|Two-Sided Protection Required<br />
|-<br />
|rowspan="2"|Non-traversable Terrain Beyond the Terminal||rowspan="2"|Traversable Terrain Beyond the Terminal||colspan="2"|Fewer than 0.5 Crashes Per Year Expected||colspan="4"|0.5 or More Crashes Per Year Expected<br />
|-<br />
|Unpaved||Paved or Unpaved||Major ADT <75,000||Minor ADT <30,000||Major ADT ≥75,000||Minor ADT ≥30,000<br />
|-<br />
|Type A (energy absorbing)||Type A (non-energy absorbing)||Type B||Type C||colspan="2"|Type D||colspan="2"|Type E<br />
|}<br />
<br />
Sand barrels are a crash cushioning system most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. Conduct a benefit/cost analysis before sand barrels are installed in a permanent application and consult with Maintenance staff. For more information, refer to [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]].<br />
<br />
'''Other Anchor Applications'''<br />
<br />
End anchors are used to develop the tensile strength of the guardrail at the end of guardrail runs where a crashworthy end terminal is not needed. <br />
<br />
====606.1.3.2.1 Crashworthy End Terminals with Curb====<br />
When curb is present in front of and parallel to a crashworthy end terminal (CET), the potential exists the CET will not perform as designed (i.e. will not redirect the vehicle). When installing CETs, for new construction and roadway upgrades, the need for the curb and the curb height at the location of the CET shall be considered. See [[:Category:749 Hydrologic Analysis|EPG 749 Hydrologic Analysis]] and [[640.1 Pavement Drainage|EPG 640.1 Pavement Drainage]] to calculate the drainage needs in and around CETs. Gutters might be able to be spread out or curb heights reduced in the vicinity of the CET while still accommodating drainage needs and the installation of the CET. Drainage calculations shall be documented in eProjects.<br />
<br />
When curb is present in front of and parallel to the CET, the project file should have documentation regarding the design selected and considered in the following priority order:<br />
:1. Eliminate the curb or do not install new curb for the entire length of the CET with an additional 30’-50’ of curb removed upstream of the CET. <br />
:2. Reduce the curb or install new curb to a height of two (2) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.<br />
:3. Reduce the curb or install new curb to a height of four (4) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.<br />
<br />
If a two-inch curb is not adequate for the drainage needs, a four-inch curb may be installed but is the maximum curb height allowed when installing a CET.<br />
<br />
===606.1.3.3 Transitions and Connections===<br />
<br />
When there is an abrupt change from one barrier type to a more rigid barrier type, a vehicle hitting the more flexible barrier is likely to be caught in the deflected barrier pocket and directed into the more rigid barrier. This is commonly referred to as “pocketing.” A transition stiffens the more flexible barrier by decreasing the post spacing, increasing the post size, and using stiffer beam elements to eliminate the possibility of pocketing. A transition is needed when connecting guardrail to a more rigid barrier or a structure, or when a rigid object is within the deflection distance of the barrier. <br />
<br />
'''Bridge Connections'''<br />
<br />
Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans. Guardrail placed for bridge end protection is anchored to the bridge end by a vertical barrier transition section. Existing bridge end connections that do not conform to current standards are to be considered for replacement or modification. In order to determine the appropriate solution for the specific non-standard bridge end connection, the Bridge Division Liaison Engineer is to be consulted. Where guardrail at the downstream end of a one-way bridge is necessary because of a high fill or other condition, the guardrail is connected to the vertical transition section. <br />
<br />
The post spacing for MGS vertical bridge transitions varies from the previous bridge transition sections for Type A guardrail. If an existing bridge anchor section is replaced, an evaluation of the impact to drain basins should be conducted.<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="240px" align="right" <br />
|-<br />
|<center>'''Additional Information'''</center><br />
|-<br />
|align="center"|[[751.1 Preliminary Design#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] Table <br />
|}<br />
<br />
===606.1.3.4 Median Barrier Selection and Placement ===<br />
<br />
The most desirable barrier installation uses the most flexible system appropriate for the location and one that is placed as far from the traveled way as practicable. Good engineering judgment is called for in determining the appropriate placement of barrier systems. Solutions may need to be arrived at while considering competing factors such as crash frequency and severity. As discussed previously, performance of the system relies on the interaction of the vehicle, driver and system design at any given location. Additionally, the ability to access the system for maintenance and the need for access across the barrier play into the final decision. <br />
<br />
With median barriers, the deflection characteristics and placement of the barrier for a traveled way in one direction can have an impact on the traveled way in the opposing direction. In addition, the median slopes and environmental issues often influence the type of barrier that is appropriate. <br />
<br />
In narrow medians, avoid placement of barrier where the design deflection extends into oncoming traffic. Narrow medians provide little space for maintenance crews to repair or reposition the barrier. Therefore, avoid installing deflecting barriers in medians that provide less than 8 ft. from the edge of the traveled way to the face of the barrier. <br />
<br />
In wider medians, the selection of barrier might depend on the slopes in the median. At locations where the median slopes are relatively flat (1V:10H [10:1] or flatter), unrestrained precast concrete barrier, beam guardrail and cable barrier can be used depending on the available deflection distance. At these locations, position the barrier as close to the center as possible so that the recovery distance can be maximized for both directions. There may be a need to offset the barrier from the flow line to avoid impacts to the drainage flow. <br />
<br />
In general, cable barrier is recommended with medians that are 30 ft. wide or wider. However, cable barrier may be appropriate for narrower medians if adequate deflection distance exists. Refer to [[606.2 Guard Cable#606.2.3 Design and Installation Guidelines|EPG 606.2.3 Design and Installation Guidelines]] for design and installation guidelines for cable barriers. Do not use concrete barrier at locations where the foreslope into the face of the barrier is steeper than 1V:10H (10:1). <br />
<br />
At locations where the roadways are on independent alignments and there is a difference in elevation between the roadways, the slope from the upper roadway might be steeper than 1V:6H (6:1). In these locations, position the median barrier along the upper roadway and provide deflection and offset distance as discussed previously. Barrier is generally not needed along the lower roadway except where there are fixed features in the median. When W-beam barrier is placed in a median as a countermeasure for cross-median crashes, design the barrier to be struck from either direction of travel. For example, the installation of beam guardrail might be double-sided.<br />
<br />
Guardrail may be specified [[231.1 Median Width|in medians]] to provide a positive barrier. Guardrail may also be specified to convert an existing raised curb median to a barrier median provided the top of the MGS guardrail is placed 31 in. above the pavement elevation at the curb face. Double faced MGS guardrail may be used on a raised median width of 2 ft. back-to-back. For greater widths, two single lines of MGS guardrail will be required. <br />
[[image:606.1 Warrants for Median Barriers English.jpg|left|thumb|<center>'''Warrant for Median Barriers'''</center>|605px]]<br />
For medians of variable widths, a detail in the standard plans provides for transition from single faced to double faced guardrail. Crashworthy end terminals are added only at the beginning and ending of a total run of guardrail and not at each break caused by intersections and median openings. Breaks caused by intersections and median openings will be closed by means of a crashworthy special end treatment.<br />
<br />
Double faced MGS guardrail can be used on a flush median, as shown in the figure below. Double faced MGS guardrail is to be used where a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). The concrete barrier is generally limited to the high volume roadways with narrow width medians. <br />
<br />
'''Bullnose Guardrail System'''<br />
[[image:606.1.3.3.jpg|right|280px]]<br />
The bullnose guardrail system may be used in the medians of expressways or freeways to shield drivers from hazards, such as bridge piers and other obstacles. It is not a crashworthy end terminal, but is rather a non-gating barrier principally constructed of Type E guardrail. As long as the median’s vertical differences are minimal or can be minimized through grading, the bullnose guardrail system is an appropriate treatment for new construction. This system requires at least 15 ft. of median width for its construction. The bullnose guardrail system is not to be erected between twin bridges. Alternatives are available for twin bridge protection in [https://www.modot.org/media/16857 Standard Plan 606.01]. Consult [https://www.modot.org/media/16860 Standard Plan 606.30] for grading requirements and other important details.<br />
<br />
===606.1.3.5 Closures of Existing Streets, Roads, Bridges or Non-Traversable Roads===<br />
<br />
====606.1.3.5.1 Closures of Existing Streets and Roads====<br />
When closing a street or road, use either Type 4 Object Markers only or a combination of Type 4 Object Markers and Type D guardrail as shown in Figs. 606.1.3.5.1.1 and 606.1.3.5.1.2. Where no hazard exists beyond the end of the closed street or road for a reasonable distance, Type 4 Object Markers are sufficient for delineation. Where a hazard exists beyond the end of the closed street or road that is considered equal to or greater than that created by the use of guardrail (for example a removed bridge or culvert, or a structurally deficient bridge), a combination of both Type 4 Object Markers and Type D guardrail is specified. Refer to [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].<br />
<br />
[[image:606.1.3.10.1.jpg|center|700px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="345" valign="top"|<center>'''Fig. 606.1.3.5.1.1, Type 4 Object Markers'''</center>||width="355"|<center>'''Fig. 606.1.3.5.1.2, Type 4 Object Markers<br/>with Type D Guardrail</center>'''<br />
|}<br />
<br />
Additional emphasis of a sign barricade may be required for horizontal and vertical alignment of the roadway and at tee intersections as shown in Fig. 606.1.3.5.1.3. Location and installation guidelines for sign barricades are located in [[903.6 Warning Signs#903.6.53 Sign Barricades (MUTCD Section 2B.67)|EPG 903.6.53 Sign Barricades]], and [https://www.modot.org/media/16920 Standard Plan 903.02 Highway Signing Structure Signs]. <br />
<br />
[[image:606.1.3.10.3.jpg|center|350px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.1.3, Sign Barricade with Type 4 Object Markers'''</center><br />
|}<br />
<br />
====606.1.3.5.2 Closure of Existing Bridges or Non-Traversable Roads====<br />
Bridges and roadways may be closed to the traveling public due to natural aging process of the structure, weather damage (ex. flooding), bridge/roadway slides, etc. <br />
<br />
Restoration of the bridges and roadways may be delayed due to scheduling constraints or budget costs of projects. District personnel and Central Office Bridge Division personnel should discuss the schedule to repair the bridge. District personnel and Central Office Construction/Material Geotechnical personnel should discuss the schedule to repair the roadway. Based on the repair schedule, the district will determine the type of closure needed for the bridge or roadway. <br />
<br />
For bridge and/or roadway closures, bridge/roadways shall be closed according to [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|typical application]] EPG 616.8.8 (TA-8) Highway Closure – MT, EPG 616.8.8 (TA-8) Highway Closure – DE/CM, EPG 616.8.8a (TA-8a) Closure of Existing Bridges or Non-Traversable Roads, [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details]. <br />
<br />
Figs. 606.1.3.5.2.1 and 606.1.3.5.2.2 are examples of the recommended installation of the bridge/roadway closures based on EPG 616.8.8a Closure of Existing Bridges or Non-Traversable Roads. <br />
<br />
For less than one month closure duration, the district may use Type 3 barricades as shown in Fig. 606.1.3.5.2.1. <br />
<br />
For six-month closure durations, the district may use Type 3 barricades and temporary concrete traffic barriers as shown in Picture 5. As shown in typical application EPG 616.8.8a, the temporary concrete traffic barriers should have red reflective sheeting across the face of the barrier.<br />
<br />
[[image:606.1.3.10.2.jpg|center|700px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="335" valign="top"|<center>'''Fig. 606.1.3.5.2.1, Bridge Closure with Type 3 Barricades'''</center>||width="365"|<center>'''Fig. 606.1.3.5.2.2, Bridge Closure with <br/>Type 3 Barricades and Temporary Barriers</center>'''<br />
|}<br />
<br />
For longer closure durations, the district may use Type D guardrail and Type 4 object markers as shown in Fig. 606.1.3.5.2.3.<br />
<br />
[[image:606.1.3.10.2.2.jpg|center|350px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.2.3, Bridge Closure with Type<br/>D Guardrail and Type 4 Object Markers'''</center><br />
|}<br />
<br />
When closing bridges and/or roadway, the more temporary devices used will require additional attention compared to permanent devices.<br />
<br />
==606.1.4 Maintenance Planning Guidelines for Guardrail==<br />
<br />
'''Printable''' [[media:170 R227 Guardrails.pdf|'''Maintenance Planning Guideline for Guardrail''']].<br />
<br />
Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].<br />
<br />
[[image:616.1.4.jpg|center|1075px]]<br />
<br />
[[Category:606 Guardrail and Guard Cable]]</div>Legged1https://epg.modot.org/index.php?title=Category:128_Conceptual_Studies&diff=53057Category:128 Conceptual Studies2023-10-31T20:44:08Z<p>Legged1: /* 128.4.2 Traffic Data */ update link</p>
<hr />
<div>{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"<br />
|-<br />
|'''Forms and Figures'''<br />
|-<br />
|[[media:Location Study Report.dotx|Location Study Report Format]]<br />
|-<br />
|[[media:Conceptual Study Report.dotx|Conceptual Study Report Format]]<br />
|-<br />
|[https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Report]<br />
|-<br />
|[[media:128 3R Design Standards (Rural) 2013.docx|3R - Rural Design Criteria]]<br />
|-<br />
|[[media:128 3R Design Criteria (Urban) Mar 10.doc|3R - Urban Design Criteria]]<br />
|-<br />
|[https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Report]<br />
|-<br />
|[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx RES Form]<br />
|-<br />
|[[media:2023-03-6_RES_Instruction_Manual.docx|Instructions for RES Form]]<br />
|-<br />
|[http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 Form]<br />
|-<br />
|[http://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]<br />
|-<br />
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]<br />
|-<br />
|[[media:128 Straight Line Profile of Exiting Pavement.pdf|Straight Line Profile]]<br />
|-<br />
|[[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|Lane Diagram]]<br />
|}<br />
<br />
A conceptual study is used to coordinate MoDOT thinking on the improvements to be included in a project and to obtain approval of them as required. A conceptual study report is prepared for relatively small projects that provide specific improvements. The approved study is then used as the basis for further design. The format of the study is dependent on the proposed improvements.<br />
<br />
A conceptual study consists of a written report that is presented in one of three formats. The [[media:Conceptual Study Report.dotx|basic format]] is used for projects containing geometric improvements. There are also two specialized report formats for projects that primarily consist of improvements to the driving surface and shoulders, with limited geometric improvements. These reports are the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R conceptual study report] (for resurfacing, restoration or rehabilitation of non-freeway roadways) and the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual study report] (for resurfacing, restoration, rehabilitation or reconstruction of interstate or freeway roadways).<br />
<br />
As each project is developed, a conceptual study or a location/environmental study is required to document the direction that the core team is taking to address the identified transportation need. A conceptual study will provide sufficient documentation for the types of projects described below. However, more complex projects or those with a potential for greater environmental impacts will require the preparation of a location/environmental study. All projects are required to have a [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|safety assessment review]] through all phases of the project development process. The SAFER tool was developed to facilitate these discussions within the project development teams. The details for preparing a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] are available. In any case, each project that is developed requires the preparation of one of these types of report.<br />
<br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
==128.1 Conceptual Study Report==<br />
<br />
The district prepares a conceptual study report, using the necessary format, for the following types of projects:<br />
<br />
:Relatively small projects that provide specific improvements (i.e. signalization, lighting, signing, minor geometric revisions, etc.).<br />
<br />
:Bridge replacement projects on rural low volume roads where it is obvious the only practical new location is at the existing location or adjacent to the existing corridor.<br />
{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"<br />
|-<br />
|'''CAP-X Worksheet'''<br />
|-<br />
|The [http://tsi.cecs.ucf.edu/index.php/cap-x Capacity Analysis for Planning of Junctions] is a tool that districts can use to consider alternative at-grade intersection types based upon peak flow volumes.<br />
|}<br />
<br />
:Projects environmentally classified as categorical exclusions [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.1 Categorical Exclusion|(CE)]].<br />
<br />
:Projects pending classification as a categorical exclusion (CE2) must have the justification approved by FHWA, which results in a CE determination, prior to preparation of the conceptual study report. A [http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 form] is available. (If the CE2 is determined by FHWA to be an [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.2 Environmental Assessment|EA]], a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] is required.)<br />
<br />
For signalization projects, the conceptual study and preliminary signal layout may be combined in one submittal. Likewise, projects that provide preventative maintenance treatments or contracted level course applications to the pavement may only require the preparation of a combined conceptual study and preliminary plans.<br />
<br />
There may be some CE or CE2 projects for which it is advisable to prepare a location study report rather than a conceptual study report. This should be considered in the case of a highly controversial project, or one in which two or more alternatives are being considered that would have different impacts on the community, such as locating an interchange. In this case, for a CE2 project, the [[:Category:126 Location Study and Alternatives Analysis|location study]] is prepared concurrently with the CE2 form to aid in FHWA determination for a CE or an EA classification.<br />
<br />
Approximately 2 months prior to preparing a conceptual study report, the district fills out the electronic [[127.1 Request for Environmental Services|request for environmental services]] (RES) requesting project screening and early constraint identification. Preliminary screening may have been completed in order to obtain a CE classification from a CE2; however, it is necessary to request more detailed screening to complete the conceptual study report.<br />
<br />
The conceptual study report describes the project purpose and identified need as well as the location and proposed improvements. The conceptual study report identifies the existing and proposed features of the project. It also explains any variations from the originally identified need.<br />
<br />
Most generally a conceptual study report will be used to describe a simple bridge replacement project or other minor road construction project. In a few instances, a project that uses a conceptual study report format will have alternates being considered. In this case, all alternates considered should be documented in the conceptual study report in a manner similar to a location study report.<br />
<br />
Accident data, safety enhancements, access management, how traffic will be handled during construction and the need for construction incentives are all discussed in the report. The accident data is obtained from the [http://tms/home/ Transportation Management System (TMS)]. The calculation for the [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|project accident rate]] is included. The designer carefully analyzes accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, access management, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
The conceptual study report will also discuss the disposition of the existing route. This discussion will document the anticipated disposition of all sections of the existing route in a manner similar to a location study report. A description of the available options for disposition is listed in [[236.14 Change in Route Status Report|EPG 236.14 Change in Route Status Report]].<br />
<br />
All environmental work completed prior to the conceptual study report is summarized and included in the conceptual study report. The conceptual study report then discusses any unusual features or anticipated difficulties to be encountered with the project, such as known [[127.2 Historic Preservation and Cultural Resources|archaeological sites]], [[127.2 Historic Preservation and Cultural Resources|historic bridges]], [[127.4 Wetlands and Streams|wetlands]], [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|Section 6(f)]] lands, [[127.8 Hazardous and Solid Waste|hazardous waste sites]], or other environmental issues as provided by the Design Division.<br />
<br />
The conceptual study report will contain a current estimate of the proposed costs of the improvements for each alternative. Details on the preparation of project estimates can be found in [[104.7 Estimates|EPG 104.7 Estimates]]. Current cost estimates, borrow information when required, and any other pertinent information to the project that is not covered elsewhere are also provided under the remarks section of the report.<br />
<br />
A location sketch, plan sheet drawings, existing and proposed typical sections and other documents as necessary, are attached to show each alternative for the proposed improvement.<br />
<br />
Following the signature of the preparer, a section is included for the recommendations or comments of the district engineer. If necessary to add more detail, the district engineer's comments may be submitted with a separate letter. Following that, signature and date lines are included to indicate the district engineer's approval of the study.<br />
<br />
Preferred design criteria are contained in EPG articles:<br />
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],<br />
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],<br />
:[[:Category:232 Facility Selection|232 Facility Selection]],<br />
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],<br />
:[[:Category:234 Interchanges|234 Interchanges]],<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].<br />
<br />
Justification for varying from these standards must be submitted on a [[131.1 Design Exception Process|Design Exception Information Form]].<br />
<br />
Approval and submittal of the conceptual study report is detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].<br />
<br />
==128.2 Preventive Maintenance Projects (1R and 2R)==<br />
<br />
Preventive maintenance projects usually consist of asphalt overlays with little to no additional work and generally fall into one of two categories:<br />
<br />
*Resurfacing (1R): [[:Category:402 Bituminous Surface Leveling|Contract Leveling Course (CLC)]]. The contract leveling course program is intended to provide a smooth riding surface for lower volume roadways with existing low-type asphalt surfaces.<br />
<br />
*Resurfacing and restoration (2R): Thin Hot Mix Asphalt Overlay. The highest type alternative available in the pavement preventive maintenance program for flexible pavements. Thin overlays protect the pavement structure, reduce the rate of pavement deterioration, correct surface discontinuities, reduce permeability and improve the ride quality of the pavement. A minor amount of structural enhancement can also be provided with this treatment.<br />
<br />
Although 1R and 2R projects are eligible for federal funding, no conceptual study report is required. However, since there may be no additional activity in the project area for a number of years, the preventive maintenance project core team should audit the corridor to identify any safety concerns involving alignment, intersection sight distance and roadside obstacles. The findings of the project core team should be documented but need not be in a formal report. <br />
<br />
If a safety concern is identified during the corridor audit, then the safety concern should be addressed if the project budget and scope can reasonably accommodate it. During the scoping of 1R and 2R projects, in evaluating whether a physical condition constitutes a safety concern, the designer should consider guidance provided in the ''Roadside Design Guide'' (RDG), if any, and the site specific characteristics of the roadway at issue, including the location of the object or area in relation to the roadway, traffic volume, traffic speed, geometry, and the crash history (including severity) involving the roadside object or area.<br />
<br />
Similarly, if a safety enhancement opportunity is identified, then it may also be considered by the core team when scoping a 1R and 2R project; however, safety enhancements should be deferred and completed with department resources or included in a programmed future project. <br />
<br />
While it is not necessary to provide design exceptions for non-standard items throughout the scoping process, each safety concern should be documented. <br />
<br />
'''Horizontal and Vertical Alignment'''<br />
<br />
In general, the existing alignment is acceptable unless there is evidence of a site-specific safety concern related to horizontal curvature. The evidence may consist of: <br />
<br />
*Pattern of curve-related crashes<br />
<br />
*Skid marks<br />
<br />
*Scarred trees<br />
<br />
*Substantial edge-rutting<br />
<br />
*Complaints from residents or local police<br />
<br />
*Prevailing speeds 20 mph higher than posted speed <br />
<br />
'''Intersection Sight Distance'''<br />
<br />
In general, the existing intersection sight distance is acceptable unless there is evidence of a site-specific safety concern related to intersection sight distance. Where feasible, intersection sight triangles should be cleared of obstructions as much as the scope of the project or routine maintenance will allow. <br />
<br />
'''Roadside Design'''<br />
<br />
While it is desirable that roadsides immediately adjacent to the traveled way be free of fixed objects and non-traversable terrain features (see [[231.2 Clear Zones|EPG 231.2 Clear Zones]]), many existing roads were not designed or constructed with ''Roadside Design Guide'' considerations in mind. The clear zone concept in the ''Roadside Design Guide'' was later developed in the 1960s. As indicated above, roadside safety enhancement is only rarely within the scope of resurfacing (1R) or resurfacing and restoration (2R) projects, as these projects are focused on maintaining the surface condition of the roadway.<br />
<br />
==128.3 Pavement Rehabilitation Projects – Non - Freeway Roadways==<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
The district prepares a [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] for all Resurfacing, Restoration and Rehabilitation (3R) projects on non-freeway roadways. All 3R projects are designed to certain [[media:128 3R Design Standards (Rural) 2013.docx|design criteria for rural]] and [[media:128 3R Design Criteria (Urban) Mar 10.doc|urban]] highways. These design criteria are '''only''' to be used for 3R projects. The values for urban highways apply to any portion of a 3R project located within the limits of a city or town. Justification for varying from these criteria must be submitted as a [[131.1 Design Exception Process|Design Exception]].<br />
<br />
Approval and submittal of the 3R conceptual study report are detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].<br />
<br />
===128.3.1 Project Information===<br />
<br />
Any deficiencies, in addition to those included in the originally identified need, that require correction will be explained in the letter of transmittal.<br />
[[image:128.3.2.jpg|right|325px]]<br />
===128.3.2 Traffic Data===<br />
<br />
The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the [http://tmshome/TMS/TMS.html TMS] database.<br />
<br />
===128.3.3 Pavement Data===<br />
<br />
Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] shall be submitted to Construction and Materials at an appropriate time that will allow 4 to 6 weeks for a pavement evaluation to be completed and the appropriate pavement solution(s) returned to the district. The Contruction and Materials pavement section will provide the district with practical rehabilition option(s) or the district may recommend a rehabilition option and submit it to the Construction and Materials Division pavement section for approval.<br />
<br />
If the district elects to recommend a rehabilition option to Constrution and Materials pavement section for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.<br />
<br />
If the distresses are such that the district is considering reconstruction for a given project, then Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] is also submitted to the Constructiion and Materials Division. However, a straight-line profile of the existing pavement for each direction of roadway is not required. The designer should allow 4 to 6 weeks for the evaluation to be completed and recommendations to be returned to the district.<br />
<br />
The requirements of project scoping [[:Category:104 Scope|(EPG 104 Scope)]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping a project and actual construction, significant changes to pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inappropriate.<br />
<br />
For these reasons, the original pavement rehabilitation strategy, provided with the 3R report, is reviewed once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in the pavement condition or other project data will be evaluated. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.<br />
<br />
Should there be a need to change the recommended strategy, an approval process similar to that for the original 3R report will need to be followed for the revised strategy.<br />
<br />
===128.3.4 Geometric Data===<br />
<br />
The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.<br />
<br />
===128.3.5 Accident Data, Safety Enhancements, and Access Management===<br />
<br />
The accident data is obtained from the TMS database. The calculation for the project accident rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The designer carefully analyzes the accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, management of access, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
===128.3.6 Construction Sequence, Traffic Control, and Construction Incentives===<br />
<br />
The 3R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.<br />
<br />
===128.3.7 Project Cost Data===<br />
<br />
The 3R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].<br />
<br />
==128.4 Pavement Rehabilitation Projects for Freeways==<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
The district prepares a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] for all resurfacing, restoration, rehabilitation and reconstruction (4R) projects on interstates and freeways. Part I of the 4R Report is also needed for a pavement design thickness determination for any major route in which full depth reconstruction is being consdiered. Part I of the form is completed and submitted to the Construction and Materials Division, with a copy to the Design Division, in order to initiate the pavement rehabilitation analysis or pavement thickness dtermination. <br />
<br />
Construction and Materials will issue a Pavement Type Selection (PTS) letter to the district and provide a copy to Design. Upon receipt of the PTS letter, the district will complete Part II of the form. The district will prepare an estimate of the paving and non-paving costs for each alternate provided in the PTS letter. The completed 4R report (Parts I and II) is submitted to the Design Division, with a copy to the Construction and Materials Division.<br />
<br />
The submittal of the 4R report to the Design Division is accompanied, if necessary, by a request for any [[131.1 Design Exception Process|design exceptions]] that may be required for the project. All 4R projects are designed to current interstate design criteria (since the "4th R" stands for "reconstruction"). These criteria are found in the following EPG locations:<br />
<br />
:[[230.1 Horizontal Alignment]]<br />
<br />
:[[230.2 Vertical Alignment]]<br />
<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]]<br />
<br />
:[[:Category:232 Facility Selection|232 Facility Selection]]<br />
<br />
:[[:Category:233 At - Grade Intersections|233 At – Grade Intersections]]<br />
<br />
:[[:Category:234 Interchanges|234 Interchanges]]<br />
<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing Right of Way Plans]]<br />
<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage (for Bridge and Drainage issues]])<br />
<br />
Justification for varying from these criteria must be submitted as a design exception.<br />
<br />
All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|"non-exempt" projects]] require federal oversight and require the approval of the conceptual study report by the FHWA. After review of the information and approval of the requested design exceptions by the State Design Engineer, the Design Division will submit Parts I and II of the 4R report, the rehabilitation analysis, and all costs (paving and non-paving) to FHWA for approval. Upon approval by FHWA, the Design Division will send copies of the approval letter to the district and Construction and Materials by the Design Division along with copies of the approved documents.<br />
<br />
Design exceptions for non-exempt projects will also require approval of FHWA. Once approved by the State Design Engineer, the design liaison engineer will submit all design exceptions to FHWA for approval. After FHWA approval, the Design Division will forward a copy of the approved design exception to the district.<br />
<br />
The requirements of [[:Category:104 Scope|EPG 104 Scope]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping of a project and actual construction, significant changes to the pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inapproporiate.<br />
<br />
For these reasons, Construction and Materials is asked to review the original pavement rehabilitation strategy, provided with the 4R report, once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in project data or pavement condition is also provided. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.<br />
<br />
Should there be a need to change the recommended strategy, an approval process similar to that for the original 4R report will need to be followed for the revised strategy. This may include re-submission to the FHWA, if applicable<br />
<br />
===128.4.1 Project Information===<br />
<br />
Any deficiencies, in addition to those included in the originally identified need, that require correction are explained in the letter of transmittal.<br />
<br />
===128.4.2 Traffic Data===<br />
<br />
The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the TMS database.<br />
<br />
===128.4.3 Existing Pavement Data===<br />
<br />
If the district elects to recommend a rehabilition option to Construction and Materials for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.<br />
<br />
Any items that might restrict the addition of pavement thickness to the existing traveled way are noted. These might include drainage structures, curbing, median barriers, right of way restrictions, or other special conditions.<br />
<br />
The [[media:128 Straight Line Profile of Exiting Pavement.pdf|straight line profile]] identifies the location of all bridges, including overpasses, by log mile and station, and indicates at each location the field measured vertical clearances. It also states if the bridge is to be used in place, rehabilitated or reconstructed. An [[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|example of a sketch]] showing existing lanes, additional lanes proposed under the project, and additional lanes programmed in the future is available. The width of the median and location of existing bridges, including overpasses, is also shown on this sketch. The location of each item is identified by log mile.<br />
<br />
===128.4.4 Proposed Pavement Data===<br />
<br />
The district submits proposed pavement data after the Construction and Materials Division has determined the rehabilitation method. If the district’s proposed pavement rehabilitation method is different than the one recommended by the Construction and Materials Division, justification must be provided.<br />
<br />
===128.4.5 Geometric Data===<br />
<br />
The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.<br />
<br />
===128.4.6 Crash Data and Safety Enhancements===<br />
<br />
The crash data is obtained from the TMS database. The calculation for the project crash rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The crash data included in Part II is used to determine whether a special surface needs to be applied to reduce the accident rate. The designer carefully analyzes the crash data. Any unusual circumstances are noted and recommendations for correction made. Safety enhancements such as guardrail or bridge modification, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
===128.4.7 Construction Sequence, Traffic Control, and Construction Incentives===<br />
<br />
The 4R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.<br />
<br />
===128.4.8 Project Cost Data===<br />
<br />
The 4R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].<br />
<br />
==128.5 Crash Rate Calculation==<br />
<br />
A crash rate is calculated for each project and included in the conceptual study.<br />
<br />
The formulas for the crash rates are:<br />
<br />
===Segment Crash Rate===<br />
<br />
:<math>\mbox{Segment Crash Rate}=\frac{\mbox{no. of crashes x 100,000,000}}<br />
{\mbox{no. of yrs. x 365 x weighted ave. AADT x length in miles}}</math><br />
<br />
Range lengths of more than one mile should be used in the calculation, if practical. As seen in the rate calculation, an accident rate for a route less than one mile long will result in an artificially high crash rate.<br />
<br />
The segment crash rate yields a result in crashes per hundred million vehicle miles traveled (HMVMT). The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.<br />
<br />
===Intersection Crash Rate===<br />
<br />
:<math>\mbox{Intersection Crash Rate}=\frac{\mbox{No. of crashes x 1,000,000}}<br />
{\mbox{No. of years x 365 x Entering AADT}}</math><br />
<br />
The intersection crash rate yields a result in crashes per million entering vehicles. Entering AADT includes all legs of the intersection. The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.<br />
<br />
==128.6 Basic Lighting==<br />
<br />
Basic lighting is provided along the major road at any interchange within the limits of a 3R or 4R project that meets the warrants given in [[:Category:901 Lighting|EPG 901 Lighting]]. If warranted, basic lighting is shown as part of the scope of the project.<br />
<br />
==128.7 Guardrail==<br />
<br />
Criteria for upgrading guardrail are given in [[606.1 Guardrail|EPG 606.1 Guardrail]].<br />
<br />
==128.8 Logical Termini==<br />
<br />
All 3R and 4R projects must have logical termini.<br />
<br />
==128.9 Documentation of Design Exceptions==<br />
<br />
Documentation of [[131.1 Design Exception Process|design exceptions]] is necessary for the department to be able to defend itself from litigation. Litigation may take place many years after the actual construction and permanent documentation is necessary to determine the justification for design exceptions.<br />
<br />
Design exceptions consist of items that vary from published MoDOT design criteria. In most cases the need for design exceptions are the result of the inability to reasonably meet the preferred design criteria specified in this document. However, there are occasions where the improvements will greatly exceed the normal criteria recommended for the type of improvement. These variations must also be documented through the design exception process. When there is doubt if a design exception is required, the design liaison engineer should be consulted.<br />
<br />
The preferred design criteria for new construction on rural and urban highways, 3R and 4R projects are available in various EPG locations:<br />
<br />
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],<br />
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],<br />
:[[:Category:232 Facility Selection|232 Facility Selection]],<br />
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],<br />
:[[:Category:234 Interchanges|234 Interchanges]],<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].<br />
<br />
The criteria for proper access management can be found in MoDOT’s [[:Category:940 Access Management|Access Management Guidelines]]. On urban projects, turning lane width and whether the pavement is curbed or uncurbed are noted on this form. A Design Exception Information form is not required if all established design criteria are used.<br />
<br />
==128.10 Conceptual Study Report Approval and Submittal==<br />
<br />
The district engineer has the authority to approve all project specific details for projects that meet the requirements to use a conceptual study report, 3R conceptual study report or 4R conceptual study report. For projects requiring a location study/environmental report, the approval and submittal requirements are described in EPG 127. This approval by the district engineer is contingent upon the approval of any design exceptions by the State Design Engineer or approval by the FHWA.<br />
<br />
All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects]] designated for federal involvement for conceptual reports on the PODI Matrix require approval of the conceptual study report by the FHWA. For these projects, the conceptual study report, regardless of the format, and any requested design exceptions are submitted to FHWA.<br />
<br />
The submittal of a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual report] to FHWA is a specialized case. All other conceptual study reports are submitted to Design. For projects designated for federal involvement for design exceptions on the PODI Matrix, upon approval of the design exceptions by the State Design Engineer, Design will send a transmittal letter and necessary information to FHWA for review and approval of all design exceptions pertaining to the controlling criteria, as described in EPG 131. Upon receipt of FHWA approval, the Design Division will inform the district to proceed with the design of the project and forward a copy of the approval action and signed design exceptions.<br />
<br />
Projects not listed for federal involvement for design exceptions on the PODI matrix and design exceptions not related to the controlling criteria, as described in EPG 131, do not require direct federal oversight and therefore are not submitted to FHWA for approval. The district engineer may approve the conceptual study report, 3R conceptual study report, or 4R conceptual study report for these projects. A copy of these reports is forwarded to Design. For those projects where a [[131.1 Design Exception Process|design exception]] is required the district engineer’s approval is also necessary. The district must submit a copy of the approved design exception to Design. <br />
<br />
In both of these situations, the district will provide Design and Construction and Materials a copy of the approved conceptual study report.<br />
<br />
==128.11 [[:Category:122 Aviation|Airports]]==<br />
<br />
If a highway improvement is located within 2 miles (3 km) of an existing [[:Category:122 Aviation|airport]], a letter is submitted to the Design Division as directed in [[:Category:235 Preliminary Plans#235.8 Airports|EPG 235.8 Preliminary Plans]].<br />
<br />
The notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed if any highway improvement is located near an airport. Notice criteria can be found online at [http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who]. Highway improvements located near airports shall also be coordinated with the Aviation Section in Multimodal Operations. The airspace filings can be submitted electronically through FAA’s website at https://oeaaa.faa.gov/oeaaaEXT/portal.jsp.<br />
<br />
Particular attention is given to all types of signs, light poles, cranes, and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations.<br />
<br />
==128.12 SEMA Flood Buyout Program==<br />
<br />
The State Emergency Management Agency (SEMA) has the ability to place permanent deed restrictions on lands located in floodplains. [[127.21 Federal Emergency Management Agency (FEMA) Flood Buyout Properties|These restrictions]] require open space land usage only, no structures, roadways or fills are allowed. If a project encroaches on any deed restricted lands, an official with the city or county must be contacted to identify the exact location of the deed-restricted properties.<br />
<br />
==128.13 Draft Project Scoping Documentation for System Expansion Projects==<br />
<br />
The project manager completes the draft project scoping documentation following approval of the conceptual plan for Major Projects. The details of the documentation are found in [[:Category:104 Scope|EPG 104 Scope]].</div>Legged1https://epg.modot.org/index.php?title=Category:128_Conceptual_Studies&diff=53056Category:128 Conceptual Studies2023-10-31T20:43:11Z<p>Legged1: /* 128.3.2 Traffic Data */ update link</p>
<hr />
<div>{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"<br />
|-<br />
|'''Forms and Figures'''<br />
|-<br />
|[[media:Location Study Report.dotx|Location Study Report Format]]<br />
|-<br />
|[[media:Conceptual Study Report.dotx|Conceptual Study Report Format]]<br />
|-<br />
|[https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Report]<br />
|-<br />
|[[media:128 3R Design Standards (Rural) 2013.docx|3R - Rural Design Criteria]]<br />
|-<br />
|[[media:128 3R Design Criteria (Urban) Mar 10.doc|3R - Urban Design Criteria]]<br />
|-<br />
|[https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Report]<br />
|-<br />
|[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx RES Form]<br />
|-<br />
|[[media:2023-03-6_RES_Instruction_Manual.docx|Instructions for RES Form]]<br />
|-<br />
|[http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 Form]<br />
|-<br />
|[http://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]<br />
|-<br />
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]<br />
|-<br />
|[[media:128 Straight Line Profile of Exiting Pavement.pdf|Straight Line Profile]]<br />
|-<br />
|[[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|Lane Diagram]]<br />
|}<br />
<br />
A conceptual study is used to coordinate MoDOT thinking on the improvements to be included in a project and to obtain approval of them as required. A conceptual study report is prepared for relatively small projects that provide specific improvements. The approved study is then used as the basis for further design. The format of the study is dependent on the proposed improvements.<br />
<br />
A conceptual study consists of a written report that is presented in one of three formats. The [[media:Conceptual Study Report.dotx|basic format]] is used for projects containing geometric improvements. There are also two specialized report formats for projects that primarily consist of improvements to the driving surface and shoulders, with limited geometric improvements. These reports are the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R conceptual study report] (for resurfacing, restoration or rehabilitation of non-freeway roadways) and the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual study report] (for resurfacing, restoration, rehabilitation or reconstruction of interstate or freeway roadways).<br />
<br />
As each project is developed, a conceptual study or a location/environmental study is required to document the direction that the core team is taking to address the identified transportation need. A conceptual study will provide sufficient documentation for the types of projects described below. However, more complex projects or those with a potential for greater environmental impacts will require the preparation of a location/environmental study. All projects are required to have a [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|safety assessment review]] through all phases of the project development process. The SAFER tool was developed to facilitate these discussions within the project development teams. The details for preparing a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] are available. In any case, each project that is developed requires the preparation of one of these types of report.<br />
<br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
==128.1 Conceptual Study Report==<br />
<br />
The district prepares a conceptual study report, using the necessary format, for the following types of projects:<br />
<br />
:Relatively small projects that provide specific improvements (i.e. signalization, lighting, signing, minor geometric revisions, etc.).<br />
<br />
:Bridge replacement projects on rural low volume roads where it is obvious the only practical new location is at the existing location or adjacent to the existing corridor.<br />
{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"<br />
|-<br />
|'''CAP-X Worksheet'''<br />
|-<br />
|The [http://tsi.cecs.ucf.edu/index.php/cap-x Capacity Analysis for Planning of Junctions] is a tool that districts can use to consider alternative at-grade intersection types based upon peak flow volumes.<br />
|}<br />
<br />
:Projects environmentally classified as categorical exclusions [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.1 Categorical Exclusion|(CE)]].<br />
<br />
:Projects pending classification as a categorical exclusion (CE2) must have the justification approved by FHWA, which results in a CE determination, prior to preparation of the conceptual study report. A [http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 form] is available. (If the CE2 is determined by FHWA to be an [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.2 Environmental Assessment|EA]], a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] is required.)<br />
<br />
For signalization projects, the conceptual study and preliminary signal layout may be combined in one submittal. Likewise, projects that provide preventative maintenance treatments or contracted level course applications to the pavement may only require the preparation of a combined conceptual study and preliminary plans.<br />
<br />
There may be some CE or CE2 projects for which it is advisable to prepare a location study report rather than a conceptual study report. This should be considered in the case of a highly controversial project, or one in which two or more alternatives are being considered that would have different impacts on the community, such as locating an interchange. In this case, for a CE2 project, the [[:Category:126 Location Study and Alternatives Analysis|location study]] is prepared concurrently with the CE2 form to aid in FHWA determination for a CE or an EA classification.<br />
<br />
Approximately 2 months prior to preparing a conceptual study report, the district fills out the electronic [[127.1 Request for Environmental Services|request for environmental services]] (RES) requesting project screening and early constraint identification. Preliminary screening may have been completed in order to obtain a CE classification from a CE2; however, it is necessary to request more detailed screening to complete the conceptual study report.<br />
<br />
The conceptual study report describes the project purpose and identified need as well as the location and proposed improvements. The conceptual study report identifies the existing and proposed features of the project. It also explains any variations from the originally identified need.<br />
<br />
Most generally a conceptual study report will be used to describe a simple bridge replacement project or other minor road construction project. In a few instances, a project that uses a conceptual study report format will have alternates being considered. In this case, all alternates considered should be documented in the conceptual study report in a manner similar to a location study report.<br />
<br />
Accident data, safety enhancements, access management, how traffic will be handled during construction and the need for construction incentives are all discussed in the report. The accident data is obtained from the [http://tms/home/ Transportation Management System (TMS)]. The calculation for the [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|project accident rate]] is included. The designer carefully analyzes accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, access management, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
The conceptual study report will also discuss the disposition of the existing route. This discussion will document the anticipated disposition of all sections of the existing route in a manner similar to a location study report. A description of the available options for disposition is listed in [[236.14 Change in Route Status Report|EPG 236.14 Change in Route Status Report]].<br />
<br />
All environmental work completed prior to the conceptual study report is summarized and included in the conceptual study report. The conceptual study report then discusses any unusual features or anticipated difficulties to be encountered with the project, such as known [[127.2 Historic Preservation and Cultural Resources|archaeological sites]], [[127.2 Historic Preservation and Cultural Resources|historic bridges]], [[127.4 Wetlands and Streams|wetlands]], [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|Section 6(f)]] lands, [[127.8 Hazardous and Solid Waste|hazardous waste sites]], or other environmental issues as provided by the Design Division.<br />
<br />
The conceptual study report will contain a current estimate of the proposed costs of the improvements for each alternative. Details on the preparation of project estimates can be found in [[104.7 Estimates|EPG 104.7 Estimates]]. Current cost estimates, borrow information when required, and any other pertinent information to the project that is not covered elsewhere are also provided under the remarks section of the report.<br />
<br />
A location sketch, plan sheet drawings, existing and proposed typical sections and other documents as necessary, are attached to show each alternative for the proposed improvement.<br />
<br />
Following the signature of the preparer, a section is included for the recommendations or comments of the district engineer. If necessary to add more detail, the district engineer's comments may be submitted with a separate letter. Following that, signature and date lines are included to indicate the district engineer's approval of the study.<br />
<br />
Preferred design criteria are contained in EPG articles:<br />
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],<br />
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],<br />
:[[:Category:232 Facility Selection|232 Facility Selection]],<br />
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],<br />
:[[:Category:234 Interchanges|234 Interchanges]],<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].<br />
<br />
Justification for varying from these standards must be submitted on a [[131.1 Design Exception Process|Design Exception Information Form]].<br />
<br />
Approval and submittal of the conceptual study report is detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].<br />
<br />
==128.2 Preventive Maintenance Projects (1R and 2R)==<br />
<br />
Preventive maintenance projects usually consist of asphalt overlays with little to no additional work and generally fall into one of two categories:<br />
<br />
*Resurfacing (1R): [[:Category:402 Bituminous Surface Leveling|Contract Leveling Course (CLC)]]. The contract leveling course program is intended to provide a smooth riding surface for lower volume roadways with existing low-type asphalt surfaces.<br />
<br />
*Resurfacing and restoration (2R): Thin Hot Mix Asphalt Overlay. The highest type alternative available in the pavement preventive maintenance program for flexible pavements. Thin overlays protect the pavement structure, reduce the rate of pavement deterioration, correct surface discontinuities, reduce permeability and improve the ride quality of the pavement. A minor amount of structural enhancement can also be provided with this treatment.<br />
<br />
Although 1R and 2R projects are eligible for federal funding, no conceptual study report is required. However, since there may be no additional activity in the project area for a number of years, the preventive maintenance project core team should audit the corridor to identify any safety concerns involving alignment, intersection sight distance and roadside obstacles. The findings of the project core team should be documented but need not be in a formal report. <br />
<br />
If a safety concern is identified during the corridor audit, then the safety concern should be addressed if the project budget and scope can reasonably accommodate it. During the scoping of 1R and 2R projects, in evaluating whether a physical condition constitutes a safety concern, the designer should consider guidance provided in the ''Roadside Design Guide'' (RDG), if any, and the site specific characteristics of the roadway at issue, including the location of the object or area in relation to the roadway, traffic volume, traffic speed, geometry, and the crash history (including severity) involving the roadside object or area.<br />
<br />
Similarly, if a safety enhancement opportunity is identified, then it may also be considered by the core team when scoping a 1R and 2R project; however, safety enhancements should be deferred and completed with department resources or included in a programmed future project. <br />
<br />
While it is not necessary to provide design exceptions for non-standard items throughout the scoping process, each safety concern should be documented. <br />
<br />
'''Horizontal and Vertical Alignment'''<br />
<br />
In general, the existing alignment is acceptable unless there is evidence of a site-specific safety concern related to horizontal curvature. The evidence may consist of: <br />
<br />
*Pattern of curve-related crashes<br />
<br />
*Skid marks<br />
<br />
*Scarred trees<br />
<br />
*Substantial edge-rutting<br />
<br />
*Complaints from residents or local police<br />
<br />
*Prevailing speeds 20 mph higher than posted speed <br />
<br />
'''Intersection Sight Distance'''<br />
<br />
In general, the existing intersection sight distance is acceptable unless there is evidence of a site-specific safety concern related to intersection sight distance. Where feasible, intersection sight triangles should be cleared of obstructions as much as the scope of the project or routine maintenance will allow. <br />
<br />
'''Roadside Design'''<br />
<br />
While it is desirable that roadsides immediately adjacent to the traveled way be free of fixed objects and non-traversable terrain features (see [[231.2 Clear Zones|EPG 231.2 Clear Zones]]), many existing roads were not designed or constructed with ''Roadside Design Guide'' considerations in mind. The clear zone concept in the ''Roadside Design Guide'' was later developed in the 1960s. As indicated above, roadside safety enhancement is only rarely within the scope of resurfacing (1R) or resurfacing and restoration (2R) projects, as these projects are focused on maintaining the surface condition of the roadway.<br />
<br />
==128.3 Pavement Rehabilitation Projects – Non - Freeway Roadways==<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
The district prepares a [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] for all Resurfacing, Restoration and Rehabilitation (3R) projects on non-freeway roadways. All 3R projects are designed to certain [[media:128 3R Design Standards (Rural) 2013.docx|design criteria for rural]] and [[media:128 3R Design Criteria (Urban) Mar 10.doc|urban]] highways. These design criteria are '''only''' to be used for 3R projects. The values for urban highways apply to any portion of a 3R project located within the limits of a city or town. Justification for varying from these criteria must be submitted as a [[131.1 Design Exception Process|Design Exception]].<br />
<br />
Approval and submittal of the 3R conceptual study report are detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].<br />
<br />
===128.3.1 Project Information===<br />
<br />
Any deficiencies, in addition to those included in the originally identified need, that require correction will be explained in the letter of transmittal.<br />
[[image:128.3.2.jpg|right|325px]]<br />
===128.3.2 Traffic Data===<br />
<br />
The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the [http://tmshome/TMS/TMS.html TMS] database.<br />
<br />
===128.3.3 Pavement Data===<br />
<br />
Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] shall be submitted to Construction and Materials at an appropriate time that will allow 4 to 6 weeks for a pavement evaluation to be completed and the appropriate pavement solution(s) returned to the district. The Contruction and Materials pavement section will provide the district with practical rehabilition option(s) or the district may recommend a rehabilition option and submit it to the Construction and Materials Division pavement section for approval.<br />
<br />
If the district elects to recommend a rehabilition option to Constrution and Materials pavement section for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.<br />
<br />
If the distresses are such that the district is considering reconstruction for a given project, then Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] is also submitted to the Constructiion and Materials Division. However, a straight-line profile of the existing pavement for each direction of roadway is not required. The designer should allow 4 to 6 weeks for the evaluation to be completed and recommendations to be returned to the district.<br />
<br />
The requirements of project scoping [[:Category:104 Scope|(EPG 104 Scope)]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping a project and actual construction, significant changes to pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inappropriate.<br />
<br />
For these reasons, the original pavement rehabilitation strategy, provided with the 3R report, is reviewed once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in the pavement condition or other project data will be evaluated. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.<br />
<br />
Should there be a need to change the recommended strategy, an approval process similar to that for the original 3R report will need to be followed for the revised strategy.<br />
<br />
===128.3.4 Geometric Data===<br />
<br />
The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.<br />
<br />
===128.3.5 Accident Data, Safety Enhancements, and Access Management===<br />
<br />
The accident data is obtained from the TMS database. The calculation for the project accident rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The designer carefully analyzes the accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, management of access, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
===128.3.6 Construction Sequence, Traffic Control, and Construction Incentives===<br />
<br />
The 3R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.<br />
<br />
===128.3.7 Project Cost Data===<br />
<br />
The 3R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].<br />
<br />
==128.4 Pavement Rehabilitation Projects for Freeways==<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Pavement Rehabilitation Guide'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
The district prepares a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] for all resurfacing, restoration, rehabilitation and reconstruction (4R) projects on interstates and freeways. Part I of the 4R Report is also needed for a pavement design thickness determination for any major route in which full depth reconstruction is being consdiered. Part I of the form is completed and submitted to the Construction and Materials Division, with a copy to the Design Division, in order to initiate the pavement rehabilitation analysis or pavement thickness dtermination. <br />
<br />
Construction and Materials will issue a Pavement Type Selection (PTS) letter to the district and provide a copy to Design. Upon receipt of the PTS letter, the district will complete Part II of the form. The district will prepare an estimate of the paving and non-paving costs for each alternate provided in the PTS letter. The completed 4R report (Parts I and II) is submitted to the Design Division, with a copy to the Construction and Materials Division.<br />
<br />
The submittal of the 4R report to the Design Division is accompanied, if necessary, by a request for any [[131.1 Design Exception Process|design exceptions]] that may be required for the project. All 4R projects are designed to current interstate design criteria (since the "4th R" stands for "reconstruction"). These criteria are found in the following EPG locations:<br />
<br />
:[[230.1 Horizontal Alignment]]<br />
<br />
:[[230.2 Vertical Alignment]]<br />
<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]]<br />
<br />
:[[:Category:232 Facility Selection|232 Facility Selection]]<br />
<br />
:[[:Category:233 At - Grade Intersections|233 At – Grade Intersections]]<br />
<br />
:[[:Category:234 Interchanges|234 Interchanges]]<br />
<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing Right of Way Plans]]<br />
<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage (for Bridge and Drainage issues]])<br />
<br />
Justification for varying from these criteria must be submitted as a design exception.<br />
<br />
All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|"non-exempt" projects]] require federal oversight and require the approval of the conceptual study report by the FHWA. After review of the information and approval of the requested design exceptions by the State Design Engineer, the Design Division will submit Parts I and II of the 4R report, the rehabilitation analysis, and all costs (paving and non-paving) to FHWA for approval. Upon approval by FHWA, the Design Division will send copies of the approval letter to the district and Construction and Materials by the Design Division along with copies of the approved documents.<br />
<br />
Design exceptions for non-exempt projects will also require approval of FHWA. Once approved by the State Design Engineer, the design liaison engineer will submit all design exceptions to FHWA for approval. After FHWA approval, the Design Division will forward a copy of the approved design exception to the district.<br />
<br />
The requirements of [[:Category:104 Scope|EPG 104 Scope]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping of a project and actual construction, significant changes to the pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inapproporiate.<br />
<br />
For these reasons, Construction and Materials is asked to review the original pavement rehabilitation strategy, provided with the 4R report, once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in project data or pavement condition is also provided. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.<br />
<br />
Should there be a need to change the recommended strategy, an approval process similar to that for the original 4R report will need to be followed for the revised strategy. This may include re-submission to the FHWA, if applicable<br />
<br />
===128.4.1 Project Information===<br />
<br />
Any deficiencies, in addition to those included in the originally identified need, that require correction are explained in the letter of transmittal.<br />
<br />
===128.4.2 Traffic Data===<br />
<br />
The designer requests [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx traffic data] from Transportation Planning or the TMS database<br />
<br />
===128.4.3 Existing Pavement Data===<br />
<br />
If the district elects to recommend a rehabilition option to Construction and Materials for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.<br />
<br />
Any items that might restrict the addition of pavement thickness to the existing traveled way are noted. These might include drainage structures, curbing, median barriers, right of way restrictions, or other special conditions.<br />
<br />
The [[media:128 Straight Line Profile of Exiting Pavement.pdf|straight line profile]] identifies the location of all bridges, including overpasses, by log mile and station, and indicates at each location the field measured vertical clearances. It also states if the bridge is to be used in place, rehabilitated or reconstructed. An [[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|example of a sketch]] showing existing lanes, additional lanes proposed under the project, and additional lanes programmed in the future is available. The width of the median and location of existing bridges, including overpasses, is also shown on this sketch. The location of each item is identified by log mile.<br />
<br />
===128.4.4 Proposed Pavement Data===<br />
<br />
The district submits proposed pavement data after the Construction and Materials Division has determined the rehabilitation method. If the district’s proposed pavement rehabilitation method is different than the one recommended by the Construction and Materials Division, justification must be provided.<br />
<br />
===128.4.5 Geometric Data===<br />
<br />
The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.<br />
<br />
===128.4.6 Crash Data and Safety Enhancements===<br />
<br />
The crash data is obtained from the TMS database. The calculation for the project crash rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The crash data included in Part II is used to determine whether a special surface needs to be applied to reduce the accident rate. The designer carefully analyzes the crash data. Any unusual circumstances are noted and recommendations for correction made. Safety enhancements such as guardrail or bridge modification, and the need for bicycle/pedestrian facilities are also discussed.<br />
<br />
===128.4.7 Construction Sequence, Traffic Control, and Construction Incentives===<br />
<br />
The 4R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.<br />
<br />
===128.4.8 Project Cost Data===<br />
<br />
The 4R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].<br />
<br />
==128.5 Crash Rate Calculation==<br />
<br />
A crash rate is calculated for each project and included in the conceptual study.<br />
<br />
The formulas for the crash rates are:<br />
<br />
===Segment Crash Rate===<br />
<br />
:<math>\mbox{Segment Crash Rate}=\frac{\mbox{no. of crashes x 100,000,000}}<br />
{\mbox{no. of yrs. x 365 x weighted ave. AADT x length in miles}}</math><br />
<br />
Range lengths of more than one mile should be used in the calculation, if practical. As seen in the rate calculation, an accident rate for a route less than one mile long will result in an artificially high crash rate.<br />
<br />
The segment crash rate yields a result in crashes per hundred million vehicle miles traveled (HMVMT). The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.<br />
<br />
===Intersection Crash Rate===<br />
<br />
:<math>\mbox{Intersection Crash Rate}=\frac{\mbox{No. of crashes x 1,000,000}}<br />
{\mbox{No. of years x 365 x Entering AADT}}</math><br />
<br />
The intersection crash rate yields a result in crashes per million entering vehicles. Entering AADT includes all legs of the intersection. The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.<br />
<br />
==128.6 Basic Lighting==<br />
<br />
Basic lighting is provided along the major road at any interchange within the limits of a 3R or 4R project that meets the warrants given in [[:Category:901 Lighting|EPG 901 Lighting]]. If warranted, basic lighting is shown as part of the scope of the project.<br />
<br />
==128.7 Guardrail==<br />
<br />
Criteria for upgrading guardrail are given in [[606.1 Guardrail|EPG 606.1 Guardrail]].<br />
<br />
==128.8 Logical Termini==<br />
<br />
All 3R and 4R projects must have logical termini.<br />
<br />
==128.9 Documentation of Design Exceptions==<br />
<br />
Documentation of [[131.1 Design Exception Process|design exceptions]] is necessary for the department to be able to defend itself from litigation. Litigation may take place many years after the actual construction and permanent documentation is necessary to determine the justification for design exceptions.<br />
<br />
Design exceptions consist of items that vary from published MoDOT design criteria. In most cases the need for design exceptions are the result of the inability to reasonably meet the preferred design criteria specified in this document. However, there are occasions where the improvements will greatly exceed the normal criteria recommended for the type of improvement. These variations must also be documented through the design exception process. When there is doubt if a design exception is required, the design liaison engineer should be consulted.<br />
<br />
The preferred design criteria for new construction on rural and urban highways, 3R and 4R projects are available in various EPG locations:<br />
<br />
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],<br />
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],<br />
:[[:Category:232 Facility Selection|232 Facility Selection]],<br />
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],<br />
:[[:Category:234 Interchanges|234 Interchanges]],<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].<br />
<br />
The criteria for proper access management can be found in MoDOT’s [[:Category:940 Access Management|Access Management Guidelines]]. On urban projects, turning lane width and whether the pavement is curbed or uncurbed are noted on this form. A Design Exception Information form is not required if all established design criteria are used.<br />
<br />
==128.10 Conceptual Study Report Approval and Submittal==<br />
<br />
The district engineer has the authority to approve all project specific details for projects that meet the requirements to use a conceptual study report, 3R conceptual study report or 4R conceptual study report. For projects requiring a location study/environmental report, the approval and submittal requirements are described in EPG 127. This approval by the district engineer is contingent upon the approval of any design exceptions by the State Design Engineer or approval by the FHWA.<br />
<br />
All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects]] designated for federal involvement for conceptual reports on the PODI Matrix require approval of the conceptual study report by the FHWA. For these projects, the conceptual study report, regardless of the format, and any requested design exceptions are submitted to FHWA.<br />
<br />
The submittal of a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual report] to FHWA is a specialized case. All other conceptual study reports are submitted to Design. For projects designated for federal involvement for design exceptions on the PODI Matrix, upon approval of the design exceptions by the State Design Engineer, Design will send a transmittal letter and necessary information to FHWA for review and approval of all design exceptions pertaining to the controlling criteria, as described in EPG 131. Upon receipt of FHWA approval, the Design Division will inform the district to proceed with the design of the project and forward a copy of the approval action and signed design exceptions.<br />
<br />
Projects not listed for federal involvement for design exceptions on the PODI matrix and design exceptions not related to the controlling criteria, as described in EPG 131, do not require direct federal oversight and therefore are not submitted to FHWA for approval. The district engineer may approve the conceptual study report, 3R conceptual study report, or 4R conceptual study report for these projects. A copy of these reports is forwarded to Design. For those projects where a [[131.1 Design Exception Process|design exception]] is required the district engineer’s approval is also necessary. The district must submit a copy of the approved design exception to Design. <br />
<br />
In both of these situations, the district will provide Design and Construction and Materials a copy of the approved conceptual study report.<br />
<br />
==128.11 [[:Category:122 Aviation|Airports]]==<br />
<br />
If a highway improvement is located within 2 miles (3 km) of an existing [[:Category:122 Aviation|airport]], a letter is submitted to the Design Division as directed in [[:Category:235 Preliminary Plans#235.8 Airports|EPG 235.8 Preliminary Plans]].<br />
<br />
The notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed if any highway improvement is located near an airport. Notice criteria can be found online at [http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who]. Highway improvements located near airports shall also be coordinated with the Aviation Section in Multimodal Operations. The airspace filings can be submitted electronically through FAA’s website at https://oeaaa.faa.gov/oeaaaEXT/portal.jsp.<br />
<br />
Particular attention is given to all types of signs, light poles, cranes, and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations.<br />
<br />
==128.12 SEMA Flood Buyout Program==<br />
<br />
The State Emergency Management Agency (SEMA) has the ability to place permanent deed restrictions on lands located in floodplains. [[127.21 Federal Emergency Management Agency (FEMA) Flood Buyout Properties|These restrictions]] require open space land usage only, no structures, roadways or fills are allowed. If a project encroaches on any deed restricted lands, an official with the city or county must be contacted to identify the exact location of the deed-restricted properties.<br />
<br />
==128.13 Draft Project Scoping Documentation for System Expansion Projects==<br />
<br />
The project manager completes the draft project scoping documentation following approval of the conceptual plan for Major Projects. The details of the documentation are found in [[:Category:104 Scope|EPG 104 Scope]].</div>Legged1https://epg.modot.org/index.php?title=617.1_Temporary_Traffic_Barriers&diff=53033617.1 Temporary Traffic Barriers2023-10-24T17:46:47Z<p>Legged1: /* 617.1.3 Temporary Concrete Traffic Barrier End Treatments */ removed obsolete link</p>
<hr />
<div>[[image:617.1.1 temp concrete traffic barrier.jpg|left|200px]]<br />
Temporary traffic barrier prevents vehicles from entering the work area or to separate vehicles in temporary two-lane, two-way traffic on normally divided highways. The use of temporary traffic barrier instead of standard temporary traffic control measures is based on engineering judgment. However, temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans.<br />
<br />
[[image:617.1 Temporary Concrete Traffic Barrier.jpg|right|250px|thumb|<center>'''Older Version of Temporary Concrete Traffic Barrier'''</center>]]<br />
<br />
Barrier design has several critical components to perform properly:<br />
:1) Lateral Deflection – The distance that the barrier travels laterally, after an impact, under the guidance of NCHRP 350 or MASH 2016.<br />
:2) Buffer Area (Lateral) – Normally the area behind the barrier, equal to lateral deflection, that must be free of storage items (material, equipment, etc.) that may hinder the barrier’s crashworthiness. <br />
:3) Minimum Deployment Length – Minimum length of barrier needed to perform as tested under NCHRP 350 or MASH 2016 criteria. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper. <br />
<br />
At times, the placement of barriers may require a minimum buffer area, since many types of barriers can be anchored on asphalt and concrete pavements to reduce the lateral deflection. Bridge Division and the district core team shall determine and coordinate when anchoring barriers is needed on a particular project. If a particular barrier type and anchoring system is not specified, the plans shall provide guidance of the placement of barrier and the appropriate buffer area needed for the project. <br />
<div id="When traffic barrier is required to be moved"></div><br />
'''Relocating Temporary Traffic Barrier'''<br />
<br />
When traffic barrier is required to be moved as part of the staging or construction sequence proposed by MoDOT, the appropriate pay item for relocating temporary traffic barrier should be included. Use of the relocating pay item should be limited to the shifting of furnished barrier for traffic switches between phases, but in the same general area. In other words, relocation should only be used when the barrier can be reasonably picked up and re-set with a single piece of equipment. Conversely, if barrier must be loaded and trucked to a new location, separate payment should be provided for “furnishing” at the new location. For example, for a project with 3 bridge deck overlays that requires 600 feet of barrier per bridge, and the barrier must be shifted to the opposite side of centerline between phases, you would set up 1,800 feet of furnishing barrier and 1,800 feet of relocating barrier. This would be the case even if the contract disallowed the bridges to be worked on concurrently. This method is due to the fact that the cost to load and truck barrier is very near the cost of “furnishing”. Also, the summary of quantities table and traffic control plan should clearly demonstrate the designer’s intent for payment of “relocating” barrier vs. “furnishing” barrier (location, length, phase, etc.).<br />
<br />
Contractors are not required to paint temporary concrete traffic barriers because delineators are used. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.<br />
<br />
An abbreviated description of several types of barriers are described below. For additional information and standard drawings refer to [http://www.modot.mo.gov/business/standards_and_specs/endterminals.htm End Terminal and Barrier Systems].<br />
<br />
==617.1.1 Temporary Concrete Traffic Barrier – Type F==<br />
<br />
The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection into both work areas and lane separation situations. A buffer area is an unprotected or unshielded area. Freestanding installations when used near unprotected bridge decks (refer to project bridge plans) or open roadway excavations (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]) both require 3 ft. buffer area behind the barrier.<br />
<br />
On projects where freestanding installations cannot be used and lateral deflection must be limited further, then tie-down straps system, anchor bolt system through deck, or anchor pin system shall be used. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) <br />
<br />
On projects with asphalt material tie-down straps system and anchor bolt system cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects barriers may be installed with an asphalt barrier pin system as shown in Standard Plan 617.20. The use of asphalt pin system shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt pad shall be a minimum of 30 in. wide through the pinned down area. <br />
<br />
Projects may have freestanding barrier transition into anchored barriers or permanent barriers. The major concern of transitioning freestanding barriers into anchored/permanent barriers is pocketing the vehicle into the barrier system. Each transition situation has a specific design (refer to Standard Plan 617.20).<br />
<br />
[http://www.modot.org/business/contractor_resources/biditemslisting.htm Pay items] are available for Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section as well as pay items for relocating Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section.<br />
<br />
<br />
[[image:617.1 delineator.jpg|left|150px|thumb|<center>'''Delineators usually are at 50-ft. intervals'''</center>]]<br />
<br />
==617.1.2 Alternative Temporary Traffic Barrier==<br />
<br />
===617.1.2.1 10 ft. Cross Bolt Temporary Concrete Barrier===<br />
The preferred installation method for this traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 27 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 10 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.<br />
<br />
===617.1.2.2 30-foot Cross Bolt Temporary Concrete Barrier===<br />
The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 19 in. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 19 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 30 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.<br />
<br />
===617.1.2.3. Proprietary Temporary Traffic Barrier===<br />
Proprietary temporary traffic barrier (PTTB) may be used in lieu of Type F temporary concrete traffic barrier. When PTTB is used for work areas or lane separation situations, the required buffer area shall be based upon the dynamic deflection exhibited in the manufacture’s crash testing results. <br />
<br />
When freestanding installations are used on unprotected bridge decks, a buffer area shall be required based on the NCHRP 350 or MASH 2016 TL-3 dynamic lateral deflection roadway excavation edge drop-offs and equipment and material storage locations. NCHRP 350 or MASH 2016 TL-3 tested anchoring systems may be used to reduce the above buffer area, dependent on manufacturer’s recommendation.<br />
<br />
===617.1.2.4 Water-Filled Barrier===<br />
Besides being just a temporary traffic barrier, water-filled barriers (WFB) have been proven to be a channelization enhancement to the work zone. The core team may consider the use of WFB within urban areas.<br />
<br />
The core team may consider using WFB as channelization enhancement to:<br />
:a) Clearly define entrances and exits.<br />
:b) Provide a separation between pedestrian and traveled way in areas of 45 mph or less. For higher speeds, a lateral deflection and buffer area review will be required for the separation of pedestrians and travel way.<br />
:c) Define traffic lanes with a wall separating or keeping the traffic in the proper lanes. <br />
<br />
Many WFB systems do not need an end treatment since the WFB system create their own work zone end treatment.<br />
<br />
===617.1.2.5 Moveable Traffic Barrier System===<br />
Moveable Traffic Barrier Systems (MTBS) are barrier segments that can be frequently transferred from one lane to another lane by way of a specialized machine. This system allows quick increases in the directional capacity of the roadway. The optimum use of the MTBS is when work zones will affect the number of lanes for commuting traffic. <br />
<br />
Due to the expense, the core team shall perform a benefit/cost study for the use of the system. Since the MTBS use will be minimal, the use of the Moveable Traffic Barrier JSP will need to be inserted into the contract.<br />
<br />
==617.1.3 Temporary Concrete Traffic Barrier End Treatments==<br />
Exposed temporary concrete traffic barrier ends are treated in one of the following methods:<br />
<br />
===617.1.3.1 Barrier Flare===<br />
The barrier run may be flared to the limits of the clear zone. The existing shoulder slope or median slope may be too steep for this type of installation. If this is the case, temporary grading should be provided or a different end treatment should be used. The Roadside Design Guide contains recommended barrier placement in non-level medians. These guidelines also apply to outside shoulders.<br />
<br />
===617.1.3.2 Barrier Height Transition===<br />
A barrier height transition is designed to redirect traffic away from the blunt end of the barrier. A barrier height transition, as shown on [https://www.modot.org/media/16894 Standard Plan 617.20], is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility is 35 mph or less. When specified, quantities are calculated and shown on the plans.<br />
<br />
===617.1.3.3 Crash Cushion===<br />
Crash cushions are designed to absorb energy of an impacting vehicle and reduce the force on a passenger to an acceptable level. An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities. Sand barrels are discussed in [[:Category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]]. Applicable pay items are included in the plans. Special provisions are provided in the plans for non-standard devices. The types of crash cushions currently used are as follows:<br />
<br />
*'''617.1.3.3.1 Impact Attenuators (Sand Barrels).''' This system consists of a group of freestanding sand barrels and is discussed in [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]]. <br />
<br />
*'''617.1.3.3.2 Work Zone Crash Cushions.''' These alternate crash cushions may be used when sufficient width is not available for sand barrels. These are typically used on the ends of temporary two-lane, two-way sections on divided highways. For temporary installations, refer to [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for a list of approved work zone crash cushions.<br />
[[image:617.1.5 Maintenance concerns.jpg|right|125px|thumb|<center>'''Maintenance Concerns'''</center>]]<br />
<br />
==617.1.4 Temporary Glare Screens==<br />
Temporary glare screens in work zones consist of modular units installed on top of temporary concrete traffic barrier. Temporary glare screens prevent headlight glare. Glare screens may also be used to block the driver’s view of construction activities. Glare screens are not used where they could restrict driver visibility and sight distance. Use of these units are limited due to installation and maintenance concerns to areas where work zone activities could impact the flow of traffic, or geometrics could create a blinding effect on drivers. When specified, quantities are calculated and shown on the plans.<br />
<br />
[[Category:617 Traffic Barrier]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=53027616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-10-23T13:44:21Z<p>Legged1: /* 616.6.2.2 Flags and Advance Warning Rail System on Signs */ updated per RR3779</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
<br />
'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
<br />
===616.6.2.1 Existing Sign Use===<br />
<br />
'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
<br />
===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].<br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
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The four primary functions of temporary traffic barriers are:<br />
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:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
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:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
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:C. To separate opposing directions of vehicular traffic; and<br />
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:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
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'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
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'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
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'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
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Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
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Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
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Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
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'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
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MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
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[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
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More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
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==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
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'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
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'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
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'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
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'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
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Stationary crash cushions shall be designed for the specific application intended.<br />
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Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
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'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
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'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
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'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
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'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
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==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
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|align="center"|<b>Figure 616.6.87.1</b><br />
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Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
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'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
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<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
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'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
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'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
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'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
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===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
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'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
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'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
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===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
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'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
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'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
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'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
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'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
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==616.6.88 Screens (MUTCD 6F.88)==<br />
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'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
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'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
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'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
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'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
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==616.6.89 Radar Speed Advisory System (RSAS)==<br />
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These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
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Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
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Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
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A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
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[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=52785616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-08-02T21:37:03Z<p>Legged1: /* 616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations */ corrected TA link</p>
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<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
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'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
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'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
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Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
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As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
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FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
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'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
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All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
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==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
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'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
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'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
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'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
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'''Option.''' Signs may be made of rigid or flexible material.<br />
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'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
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'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
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===616.6.2.1 Existing Sign Use===<br />
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'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
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To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
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In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
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===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
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|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
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Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
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Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
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'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
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:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
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===616.6.2.3 Sign Dimension===<br />
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Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
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Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
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Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
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==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
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===616.6.3.1 Sign Location===<br />
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'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
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===616.6.3.2 Sign Height===<br />
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'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
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'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
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Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
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The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
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'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
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'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
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'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
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'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
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Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
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===616.6.3.3 Sign Mounting and Payment=== <br />
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'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
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'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
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The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
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Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
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'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].<br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
|-<br />
|}<br />
<br />
<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
<br />
<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
<br />
'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
<br />
'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
<br />
===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
<br />
'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
<br />
'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
<br />
===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=52783616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-07-26T21:56:45Z<p>Legged1: /* 616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56) */ RR#3741</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
<br />
'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
<br />
===616.6.2.1 Existing Sign Use===<br />
<br />
'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
<br />
===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
<br />
Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]]. <br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
|-<br />
|}<br />
<br />
<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
<br />
<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
<br />
'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
<br />
'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
<br />
===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
<br />
'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
<br />
'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
<br />
===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=121.1_Public_Involvement_and_Decision-Making&diff=52748121.1 Public Involvement and Decision-Making2023-07-18T21:06:53Z<p>Legged1: removed outdated material RR#3669</p>
<hr />
<div>Citizens have a say in how transportation dollars are spent. The most common way for [[104.8 Public Involvement in Project Scoping|citizens to be involved]] is through public meetings that MoDOT holds throughout the planning and [[:Category:138 Project Development Chronology|project development]] processes. These meetings are held in communities around the state specifically to gather input from the general public. MoDOT employees attend to explain what is going on, answer questions and seek comments. Citizens can also participate in advisory teams that MoDOT sometimes establishes to help guide a project’s development. <br />
<br />
MoDOT also works closely with local officials to meet community needs. This doesn’t mean local officials will always get what they want; it means their opinions and issues will be considered. It also means they will understand the situation, and why in some cases, the answer must be no. Citizens have access to local planning organizations, city and county officials and elected officials to have a say in MoDOT’s decision-making process. <br />
<br />
MoDOT focuses on involvement by local officials. These officials, who are elected by the general public, join to form regional boards of directors of [https://www.modot.org/missouri-metropolitan-planning-organizations Metropolitan Planning Organizations (MPOs)] and [https://www.modot.org/regional-planning-commissions Regional Planning Commissions (RPCs)]. MPOs represent urbanized areas with populations of more than 50,000. They are responsible for transportation planning within their areas. RPCs represent multi-county rural regions and coordinate regional local governments in transportation planning.<br />
<br />
The public is involved by electing the local officials who comprise the RPC and MPO boards of directors and/or through direct contact with MoDOT, MPOs, RPCs or local officials.<br />
<br />
The prioritization process structures decision-making and is primarily based on the categories in MoDOT’s funding distribution method. Each step in the planning and decision-making process includes [[:category:129 Public Involvement|opportunities for public involvement]]. Each district follows the same decision-making timetable for developing the construction program and involving the public.<br />
<br />
[[Category:121 Project Planning, Prioritization and STIP Commitments|121.01]]</div>Legged1https://epg.modot.org/index.php?title=Category:121_Project_Planning,_Prioritization_and_STIP_Commitments&diff=52747Category:121 Project Planning, Prioritization and STIP Commitments2023-07-18T21:06:23Z<p>Legged1: removed outdated material RR#3669</p>
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<div>Missouri has more transportation needs than money to address them. MoDOT works with planning partners to select the most critical transportation projects and focuses on the state’s highest-priority transportation needs. MoDOT effectively uses planning and decision-making to ensure Missouri’s limited transportation dollars are spent responsibly. MoDOT’s planning process is more open than ever before. Even though the overall steps in the planning process have not changed, the [[121.1 Public Involvement and Decision-Making|opportunities for public involvement]] at the local level have grown. The process now identifies where individual decisions are made and how local officials and citizens can most easily affect these decisions.<br />
[[image:121 project planning.jpg|right|180px]]<br />
Once a need has been adequately scoped and a project is developed to address it, there must be a way to determine how that project compares to other projects. Statewide consistency and regional representation are both very important to the prioritization process. <br />
<br />
The planning framework relies on the right people being involved in making decisions and recognizes that transportation planning decisions can involve both objective and subjective criteria. Local officials, with input from their constituents, can also determine what is appropriate for their communities. <br />
<br />
MoDOT’s transportation planning process is often referred to as the Planning Framework and culminates in the production of [[121.3 The Statewide Transportation Improvement Program (STIP)|the STIP]] that is MoDOT’s commitment to a 5-year construction program. The transportation planning process has [[121.4 Quality Assurance / Quality Control for Project Prioritization|quality assurances and quality control]].</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=52660616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-06-22T19:06:50Z<p>Legged1: /* 616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16) */ updated per RR#3671</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
<br />
'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
<br />
===616.6.2.1 Existing Sign Use===<br />
<br />
'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
<br />
===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
<br />
Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]]. <br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, milling and paving or those with moving operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
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Stationary crash cushions shall be designed for the specific application intended.<br />
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Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
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==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
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|}<br />
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<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
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'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
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<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
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'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
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'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
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===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
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'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
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'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
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===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
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'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
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'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
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'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
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'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
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'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
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'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
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==616.6.89 Radar Speed Advisory System (RSAS)==<br />
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These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
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Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
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Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
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A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
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<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=52659616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2023-06-22T18:57:39Z<p>Legged1: updated per RR#3671&3687</p>
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<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
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'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
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'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
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Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
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FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
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'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
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All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
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==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
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'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
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'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
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'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
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'''Option.''' Signs may be made of rigid or flexible material.<br />
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'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br />
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'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
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===616.6.2.1 Existing Sign Use===<br />
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'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
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To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
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In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
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===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
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Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
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'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
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:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
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===616.6.2.3 Sign Dimension===<br />
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Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
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Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
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Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
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==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
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===616.6.3.1 Sign Location===<br />
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'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
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===616.6.3.2 Sign Height===<br />
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'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
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'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
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Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
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The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
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'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
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'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
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'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
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'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
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Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
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===616.6.3.3 Sign Mounting and Payment=== <br />
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'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
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'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
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The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
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Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
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'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
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These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
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A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
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Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
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Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
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When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
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[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
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[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
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'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
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These signs are constructed of a rigid substrate. <br />
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A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds. MoDOT has special specifications of fluorescent sheeting.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]]. <br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, milling and paving or those with moving operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
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'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
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'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
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'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
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==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
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'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br />
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"<br />
|-<br />
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br />
|-<br />
|align="center"|<b>Figure 616.6.87.1</b><br />
|-<br />
|}<br />
<br />
<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br />
<br />
<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u><br />
<br />
'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br />
<br />
'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.<br />
<br />
'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br />
<br />
===616.6.87.1 Temporary Rumble Strips for Work Zones===<br />
<br />
'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br />
<br />
'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br />
<br />
===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br />
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br />
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br />
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br />
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br />
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br />
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br />
<br />
'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br />
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
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[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=643.4_Railroads&diff=52410643.4 Railroads2023-03-14T21:16:38Z<p>Legged1: /* 643.4.4.3 Roadway Taper at Railroad Crossings */ typo</p>
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==643.4.1 Introduction and Overview for Highway Construction Projects Impacting Railroads==<br />
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|-<br />
|'''Freight and Passenger Rail Capacity Analysis'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri05053/or08001.pdf Report 2007]<br />
|}<br />
Railroad projects involve a variety of issues, including crossing signals, stop and yield signs, surfacing, traffic signal preemption and grade separations. Some of these may be funded by the Multimodal Division, by MoDOT districts, by both or by other entities. Projects involving work on or over railroad right of way or involving adjustment of railroad facilities require the timely submittal of plans to the Central Office in order to avoid delays in the monthly bid opening. The district is responsible for providing the necessary plans, typical sections and details to [http://sharepoint/systemdelivery/MO/rail/default.aspx Multimodal Operations - Railroads (MO-RR)] where negotiations with railroads are conducted.<br />
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|-<br />
|'''Forms'''<br />
|-<br />
|[https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]<br />
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|[[media:643.4.2 Railroad Crossing Inspection - Form C - 10.doc|Railroad Crossing Inspection (C-10)]]<br />
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|[https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]<br />
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|[[Media:643.4 Highway -Railroad Crossing Data (M-D-20).doc|Form D-20, Highway-Railroad Crossing Data]] <br />
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|[[Media:643.4 Questionaire for New Grade Crossing.doc|Questionnaire for a New Grade Crossing]]<br />
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|[[Media:643.4 Questionnaire for Grade Separation.doc|Questionnaire for a New Grade Separation]]<br />
|-<br />
|[[media:643.2 MoDOT Change Order.XLS|Change Order Form]] <br />
|}<br />
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===643.4.1.1 Highway Construction Projects With Railroad Involvement===<br />
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Projects that include the construction or modification of a highway bridge over a railroad are called overhead grade separation projects. Projects that include the construction of a bridge that takes the tracks over the highway are called underpass projects because the road passes under the railroad. Parallel projects include the construction of roadways, slopes and ditches parallel to and on the railroad right of way, but not across the track. Other projects with railroad involvement include the construction of a new railroad crossing, the widening of an existing crossing, or the resurfacing of highways approaches to a crossing. These are called at-grade projects. Agreements with railroads are secured whenever MoDOT constructs a roadway over, under or across a railroad’s track. A new agreement is also secured whenever a bridge is replaced or widened over a railroad track or whenever an at-grade crossing is widened or relocated. However, a new agreement is not needed for the rehabilitation or the maintenance of an existing overhead bridge or the resurfacing of an existing at-grade crossing. The agreements with railroads are sent to the RE’s office only if the railroad is required to [[#643.4.2.4 Adjustment of Railroad Facilities|adjust their facilities]]. Railroad agreements for highway construction projects are always actual cost agreements. <br />
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===643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements===<br />
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A highway construction project that includes work on or over railroad right of way is one of the few occasions where MoDOT’s contractor is working on property not controlled by the Commission. Railroads have the authority to operate trains on their tracks and to maintain a safe environment throughout the construction of any highway project. Contractors and inspectors are required to obey the railroad’s safety procedures and policies as described in the railroad Job Special Provision (JSP). To establish good lines of communication, it is recommended the RE’s office invite the railroad’s representatives listed in the JSP to the preconstruction meetings or set up a separate meeting between the contractor and the railroad. All contracts for construction projects with railroad involvement contain a section in the JSP’s that details the authority of the railroads. This JSP specifies the conditions placed upon the department and our contractor when working on and over railroad right of way (ROW). The railroad JSP defines the requirements for locating utilities on railroad right of way, for railroad flaggers, for contractor’s insurance coverage requirements, for safety training and other safety related precautions and conditions, and the authority of the railroad to review and approve shoring plans and demolition plans. For example the contractor’s insurance policies must be approved by the railroad and arrangements for the flagger must be established before any work can be done on or over the railroad’s ROW. <br />
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===643.4.1.3 Highway-Railroad Crossing Data===<br />
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Once a project with railroad impacts is added to the Statewide Transportation Improvement Plans (STIP), Form D-20, Highway-Railroad Crossing Data Sheet must be completed and submitted to MO-RR. This form includes information such as railroad ownership, type of crossing, and expected railroad impacts. <br />
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===643.4.1.4 Preliminary Roadway Plans===<br />
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|-<br />
|'''Economic, Freight, Railways'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/RI08022_Impacts.pdf Summary 2008]<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/RI08022_Siding.pdf Summary 2008]<br />
|-<br />
|'''Public Policy Impact on Rail Development'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
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Electronic Plans for any portion of the preliminary roadway plans affecting a railroad including title sheet, plan-profile sheet, cross section sheets, typical sections, and any special sheets are submitted to MO-RR. <br />
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Electronic plans and the [https://epg.modot.org/files/f/f7/643.4_Highway_-Railroad_Crossing_Data_%28M-D-20%29.doc Form D-20], Highway-Railroad Crossing Data, must be submitted to MO-RR at least fourteen months prior to the scheduled bid opening date for projects which require major involvement with railroads, such as modification or construction of grade separation structures. Projects with minor railroad involvement, such as rehabilitation or painting of bridges over railroads and resurfacing of approaches to at-grade crossings, require less time for negotiation. Plans and D-20 for these projects are to be submitted six months before the date of the scheduled bid opening.<br />
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A review of the number and condition of railroad crossing signs ("crossbucks"), whether they are reflectorized, the condition of the track crossing material and the location and condition of any flashing light signals or gates in relation to the new centerline of roadway will also be made. Form D-20 is used to record these field conditions. This form is to be emailed to MO as soon as the proposed improvement is added to the STIP. <br />
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MO-RR will provide this information to the railroad on all projects affecting railroad operating right of way or facilities. If more than one railroad company is involved, the right of way and facilities of each company are to be identified separately. Highway construction plans will show: <br />
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:1) All existing railroad facilities within 500 ft. of the crossing, such as switch points, signals, drainage structures, right of way lines, pole lines, restrictions to sight distance, intersection of centerlines equated to railroad stationing (or mile post) and highway stationing, angle of intersection and a land tie to the nearest corner, as well as adjustments that are required. <br />
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:2) Highlighting these features in yellow on the plans emphasizes all notes pertinent to work on railroad property, especially those on the proposed handling of drainage. <br />
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:3) Railroad right of way lines and the excavation limits on railroad property are outlined in red on the cross section sheets. <br />
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:4) Culvert sections are to be furnished at this time for any culverts proposed on railroad right of way. <br />
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:5) When roadway excavation must be hauled across a railroad track, the district is to furnish the location and width of the required crossing and the quantity of material to be hauled. In all cases, existing public crossings should be used for this purpose, if at all possible. <br />
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[[Image:643.4 Photo1 Flashing Light Signal.jpg|right|400px]]<br />
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===643.4.1.5 Grade Separation Structures / Closing of Existing Crossings===<br />
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The [[:Category:747 Bridge Reports and Layouts#747.1.3.2.4 Additional Information for Railroad Crossings|design of railroad-highway grade separations]] is coordinated with [https://modotgov.sharepoint.com/sites/br Bridge] and district Design. [[748.7 Bridge Deck and Bridge End Drainage#748.7.4 Bridges on a Minor or Low Volume Route|EPG 748.7.4 Bridges on a Minor or Low Volume Route]] provides information for creating a grade separation report.<br />
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A minimum lateral clearance and vertical clearance from the railroad track to the structure is required. (For additional information see [https://epg.modot.org/index.php?title=Category:760_General_Construction_Inspection_for_Structures#760.4.4_Railroad_Vertical_and_Horizontal_Clearances EPG 760.4.4 Railroads Vertical and Horizontal Clearances].) The right angle section must extend entirely across the railroad's right of way. <br />
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At an early stage in the design process, the district will coordinate efforts with MO-RR to explore the feasibility of closing adjacent at-grade crossings that may or may not be located on the state highway system. Should this be the case, the closing of the other crossings will be a part of the grade separation project.<br />
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[http://www.up.com/real_estate/roadxing/industry/index.htm BNSF Railway-Union Pacific Railroad Guidelines for Railroad Grade Separation Projects] provides specific guidelines as required by these railroads when constructing over or under railroad property.<br />
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===643.4.1.6 Property Rights from Railroads===<br />
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Acquisitions for use of railroad right of way is a difficult and time-consuming process. MO-RR is responsible for all acquisitions with railroads unless only non-operating or abandoned right of way is involved, in which case the district right of way office will acquire directly from the railroad. Acquisitions from railroad should adhere to the procedures established in [https://epg.modot.org/index.php?title=236.7_Negotiation#236.7.5_Railroad.2C_State_and_Federal_Acquisitions EPG 236.7.5 Railroad, State and Federal Acquisitions]. <br />
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The district office initiates the acquisition process by acquiring a track map from each railroad involved. <br />
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Property rights granted by a railroad may be defined and described using one or more document types. Temporary and permanent easements are used where construction and maintenance of highway facilities encroach on operating right of way and may be included in one document. A Warranty Deed (Form 4-7.1A (CCO RW3)) or a Quit Claim Deed (Form 4-7.2 (CCO RW2)) is desirable where permanent rights are sought on non-operating right of way, or use an Easement for Highway Purposes (Form 4-7.5 (CCO RW23)). Coordination with MO-RR is important when determining the document form to be used because different railroads have different forms that can expedite the process. <br />
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Following selection of the document form, the district will prepare the conveyance documents using a metes and bounds legal description. Right of Way personnel will appraise each parcel in accordance with standard procedures discussed in [[236.6 Appraisal and Appraisal Review|EPG 236.6 Appraisal and Appraisal Review]]. After the appraisal is complete, the district will provide MO-RR with the appraisal, railroad’s tract map, roadway plan sheets, conveyance documents, a Written Notice of Intended Acquisition Letter and an undated Written Offer Letter that reflects the approved just compensation. MO-RR will make a recommendation of the monetary consideration to be shown on the final conveyance documents since an administrative settlement is often necessary to cover the railroad’s processing fee. <br />
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When highway right of way is parallel and abutting railroad right of way and limited access rights are being obtained from the railroad, an electronic set of right of way plans are sent as soon as available to MO-RR. These plans will be provided to the railroad to determine if access points need to be reserved for the railroad's use and for the possible closing of public and private grade crossings. Quit claim deeds are used to acquire access rights when other easement rights are not involved. <br />
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The description for railroad easements is referenced to a land tie shown on the railroad's track map. These references can be very brief. It is only necessary to reference the land tie and then provide the distance, along the section or quarter section line, to the centerline of the railroad right of way as shown on the track map. A metes and bounds description of the easement limits that are desired from the railroad is also provided. The key in this procedure is the equation stationing tying the railroad centerline to the highway centerline. <br />
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One copy of the railroad's track map, electronic copies of the roadway plan sheet with the parcels highlighted, and electronic copies of the property document form are submitted to MO-RR for handling with the railroad. <br />
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===643.4.1.7 Railroad Operating Right of Way===<br />
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Railroads usually consider a 100 ft. width of right of way centered about their main track centerline as the minimum on which they can effectively operate. Any encroachment within this limit, even if it is only for ditch cleanout or erosion control, is not welcomed by the railroad and therefore is to be avoided. When encroachment on railroad operating property is absolutely necessary, the roadway plans and other information noted above, including cross sections sheets showing the work on railroad operating right of way throughout the encroachment, are submitted to MO-RR. <br />
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===643.4.1.8 Railroad Non-Operating Right of Way===<br />
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Property outside the typical 100 ft. wide corridor is usually considered as non-operating right of way. Abandoned depots, warehouses, and watering ponds are also examples of non-operating right of way. As with all railroad easements, railroads typically grant only quitclaim deeds for acquisition of non-operating right of way. <br />
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===643.4.1.9 Rehabilitation, Resurfacing and Painting of Structures Over, On, or Under Railroads===<br />
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All projects over, on, or under railroad property constructed by MoDOT's contractors require notification of the railroad no matter how minor the work may be. The contractor is almost always required to have railroad protective liability insurance before performing any work involving railroad property even where no trains are currently operated. Rehabilitation of structures such as full-depth repair or removal of railings and curbs will require the contractor to engage railroad personnel (known as “flaggers”) to protect the railroad's property and operation. MO-RR is to be notified of these projects as soon as these projects have been added to the [[121.3 The Statewide Transportation Improvement Program (STIP)|State Transportation Improvement Program (STIP)]].<br />
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===643.4.1.10 Resurfacing Projects===<br />
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When railroad grade crossings are within the limits of a roadway resurfacing project, MO-RR can request the railroad to make any necessary repairs or replacement of the track crossings, warning devices, and adjustment of high or low tracks to provide for a better grade crossing. <br />
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Resurfacing projects will typically mill to match the existing roadway elevation at the railroad crossig. If for some reason this cannot be done, the district will review all railroad crossings within the project limits and determine if a track adjustment is necessary and can be justified. If an adjustment appears beneficial, a profile of top of rail (both rails if the track is on a curve) for 500 ft. in each direction from the crossing will be obtained. This information will be submitted to MO-RR together with a recommended adjustment height. <br />
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The district initiates a review of all railroad grade crossings within the limits of or affected by a project by submitting [https://epg.modot.org/files/f/f7/643.4_Highway_-Railroad_Crossing_Data_%28M-D-20%29.doc Form D-20] as soon as a project is added to the STIP.<br />
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A review of [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|advance warning signs]] should also be done at the same time to ensure they are correctly placed on either side of the crossing.<br />
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Resurfacing projects with paving limits up to the crossing surface or within 25 ft. of the tracks will require a JSP that includes railroad protective liability insurance and flagging. Seal coat projects, with limits stopping 50 ft. before the tracks, may require a No Railroad Involvement JSP. MO-RR will coordinate the necessary provisions with the impacted railroad, as soon as the required information is submitted in the Form D-20.<br />
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===643.4.1.11 Railroad Crossing Maintenance Responsibility===<br />
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Unless otherwise agreed to, the railroad company shall maintain the highway surface over the length of the ties at single-track crossings and between tracks where adjacent track centers are less than 15 ft. apart. <br />
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[[image:643.4.1.11 2019.jpg|center|850px|thumb|<center>''' Highway/Railroad Crossing<br/>Maintenance Responsibilities at Multiple Track Crossings'''</center>]]<br />
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Unless otherwise agreed to, all railroad crossing warning devices, except the advance pavement marking and the advance warning signs, shall be maintained by the railroad company. <br />
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MoDOT shall install and maintain the advance pavement marking and the advance warning signs at railroad crossings on MoDOT roadways. MoDOT will maintain the approaches at single-track crossings on state highways up to the end of the ties or to the edge of the crossing material, and will maintain the pavement between multiple track crossings where adjacent track centers are 15 ft. or more apart. <br />
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MoDOT should also monitor the crossing location on MoDOT roadways for any vegetation or other sight distance obstructions that may obscure railroad crossing signals.<br />
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===643.4.1.12 Crossing Surfaces===<br />
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Railroads are responsible for the installation and maintenance of all public railroad-highway grade crossing surfaces. If a district desires to pay for a crossing surface or a portion of a crossing surface, they will work with MO-RR before entering into any oral agreement or arrangement to pay for the crossing, which is strictly voluntary.<br />
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Agreements for installation of high type crossing surfaces are prepared by MO-RR and submitted to the railroad for execution. These high type surfaces are composed of rubber or concrete. MO-RR will transmit the agreement to the district for execution by the local agency, if applicable, after execution by the railroad. Once it has been executed by the local agency, MO-RR will notify the railroad to proceed with the installation. District construction personnel will inspect the work. The District Construction and Materials engineer responsible for Construction will notify MO-RR when the installation is completed.<br />
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===643.4.1.13 Railroad Grade Crossing Warning Systems===<br />
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The determination of appropriate warning devices at railroad grade crossings is the responsibility of MO-RR with concurrence of the railroad(s) involved. The district initiates a review of all railroad grade crossings within the limits of or affected by a project by submitting [[Media:643.4 Highway -Railroad Crossing Data (M-D-20).doc|Form D-20]] as soon as possible after a project is added to the STIP.<br />
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If the district is unsure whether an existing grade crossing warning system is affected by a project (even if the crossing warning system is actually located outside the project limits), they need to contact MO-RR for clarification.<br />
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===643.4.1.14 Railroad Crossing Median Islands===<br />
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|-<br />
|<center>''' Quiet Zone '''</center><br />
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|Quiet zones are federally-designated areas at least a half mile in length of railroad tracks in which the locomotive engineer is allowed to not blow the train's horn at public crossings. Development of quiet zones falls to the community requesting the quiet zone, (usually a city) the state agency that regulates crossing safety devices (in Missouri, MoDOT) and the railroad involved. <br />
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|'''Requirements '''<br />
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|The creation of a new quiet zone requires, at a minimum, that each grade crossing be equipped with medians on both sides of the crossing, flashing lights and gates and "constant warning time" circuitry. Additional safety measures may be required to compensate for the absence of the horn as a warning device in some cases. <br />
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|'''Hours'''<br />
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|New quiet zones can be in effect 24 hours a day, or only between 10 p.m. and 7 a.m. <br />
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|'''Emergencies'''<br />
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|Train engineers are still permitted to blow horns in quiet zones in emergency situations where safety devices are not working, or to warn railroad or other workers on or near tracks.<br />
|}<br />
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Collisions at railroad crossings equipped with automated warning signals and gates can occur if the vehicle operator drives around the gates while in the lowered position. To help mitigate this, a non-mountable divisional island can be constructed in the roadway approaches to the crossing to discourage motorists from driving around the gates. Typically, the island must be at least 100 ft. long to be effective. (The island is also typically required for the establishment of a "Quiet Zone", see box to the right). However, in some cases, where access would be severely affected, an island of at least 60 ft. can be considered. A [[media:643.4.1.14.pdf|detailed drawing]] is available for use. This divisional island is only used on roadway approaches where the posted speed limit is 40 mph or less. If a non-mountable curb is used, lighting of the ends is required.<br />
[[image:643.4.1.14.jpg|left|400px|thumb|'''<center>For roadway approaches with posted speed limits that are 45 mph or greater, delineators may be considered to discourage motorists from driving around the gates.</center>''']]<br />
For roadway approaches where the posted speed limit is 45 mph or greater, delineators may be considered to discourage motorists from driving around the gates. Delineators may also be considered at locations with posted speed limits of 45 mph or less if deemed more feasible than the non-mountable median island described above. <br />
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Maintenance staff should be consulted prior to the installation of either option.<br />
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===643.4.1.15 Final Plans===<br />
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Electronic copies of the title sheet, plan and profile sheet(s), bridge title sheet (if applicable), and any special sheet(s) showing details of the crossing or of the roadway in the vicinity of the crossing (including any structures) are submitted to MO-RR.<br />
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If a crossing on a non-state route is to be closed as part of the project, MO-RR must approve the closure or the local road authority must provide a resolution, ordinance, or official letter supporting the closure to MO-RR which will then approve it. The district will secure this approval.<br />
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When the roadway improvement project includes a new grade crossing of the railroad, a [[Media:643.4 Questionaire for New Grade Crossing.doc|questionnaire for a new grade crossing]] is submitted to MO-RR with the roadway plan sheets. If the project includes a [[Media:643.4 Questionnaire for Grade Separation.doc|new, widened or replacement grade separation]] structure a different questionnaire is submitted with the roadway plan sheets.<br />
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This information is submitted to MO-RR at least six months prior to the scheduled bid opening date for the project.<br />
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===643.4.1.16 Final Quantities===<br />
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Plans submitted to the Central Office that include any proposed work on railroad operating right of way will contain a breakdown of [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] quantities (using forms DE 301 and 302) which occur within the limits of the railroad right of way. The contractor will use this information to obtain railroad protective liability insurance.<br />
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==643.4.2 Construction Inspection Guidelines for Railroads==<br />
[[image:643.4.2.jpg|right|275px]]<br />
There are two basic types of railroad projects that require oversight and inspection by MoDOT construction inspectors:<br />
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:* Highway construction projects built by MoDOT contractors over, on, or under railroads. The work on these projects use traditional job numbers (JXXXXX). MoDOT’s Railroad Projects Manager (RPM)is the Central Office contact for any questions concerning this type of railroad work. Refer to [[#643.4.1.1 Highway Construction Projects With Railroad Involvement|EPG 643.4.1.1 Highway Construction Projects With Railroad Involvement]] and [[#643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements|EPG 643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements]].<br />
:* Railroad crossing safety improvement projects built by the railroad or their contractor. Railroad crossing safety improvement projects typically use the following style of job number: RRP-000S(XXX). MoDOT’s Railroad Safety Specialists (RSS) are the Central Office contact for any questions concerning this type of railroad work.<br />
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Highway construction projects usually involve state routes only, whereas the railroad crossing safety improvement projects can be located on any public crossing, including but not limited to crossings located on city streets, county roadways or highways.<br />
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===643.4.2.1 Railroad Flagging===<br />
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A railroad flagger is a railroad employee designated to communicate with our contractor. A flagger is required whenever the contractor’s work could endanger or interfere with the railroad’s operations such as the movement of trains through the project site. A general rule is a flagger is required whenever the contractor will have workers or equipment within 25 feet of the centerline of an active track. One of the primary duties of the flagger is to advise the contractor when trains are expected so that the contractor can pull back personnel and equipment to secure the construction area for the safe movement of trains. The department’s contractor shall contact the railroad to hire a flagger under the conditions specified in the JSP; however, if the contractor proceeds without a flagger when one is needed, the railroad may choose to station a flagger at the site full time throughout the project duration. Under most circumstances a flagger cannot be hired on an hourly basis. Typically the flagger is hired for a minimum of one eight-hour day. Some railroads require as much as 30 days advance notice to hire a flagger and as much as one week’s notice to discharge a flagger, so the contractor is economically inclined to consolidate all work that requires flagging service. Flagging costs are deducted from the contractor’s progress payments. There is no bid item for flagging service. The contractor’s costs for flagging must be in other bid items. The project office shall review all flagging invoices for accuracy, thus inspectors should keep an independent record of the flagging service provided.<br />
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Since flagging costs can quickly become extremely expensive, MoDOT districts are urged to strictly monitor the charges and ask MO-RR for assistance should they appear unreasonable.<br />
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===643.4.2.2 Adjustment of Railroad Facilities===<br />
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Railroad facilities may need to be modified or adjusted to clear the construction area. For example overhead communication lines frequently need to be relocated prior to the construction or demolition of a highway bridge over a railroad. Sometimes the railroad tracks need to be moved to make space for a new bridge pier. Railroad employees perform these adjustments at MoDOT expense. Ideally this type of work is performed prior to the start of the project construction. The project office inspects these adjustments and makes recommendation for payment when the railroad invoices are received.<br />
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===643.4.2.3 Field Inspection of Railroad Work===<br />
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Inspection of work performed by railroads during highway construction projects is similar to the inspection of work performed by [[643.2 Local Utility Adjustments - Public and Private#643.2.2.6 Field Inspection|utility companies]]. The railroad is responsible for the work that will be reimbursed by MoDOT, but the work is performed on their facilities in accordance with their own standards. The RE’s office or MO-RR staff will keep detailed records of the work performed so the [[643.2 Local Utility Adjustments - Public and Private#643.2.2.8 Maintaining Construction Records|railroad invoices]] can be verified in the following situations.<br />
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===643.4.2.4 Railroad Invoices - Highway Construction Projects===<br />
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On MoDOT construction projects in which, for example, a bridge is built over a railroad, MoDOT’s Railroad Projects Manager (RPM) receives the progressive and final invoices from the railroads. The RPM will forward all invoices to the RE. The RE’s office is responsible for reviewing and making recommendation for the payment for all railroad work performed for highway construction projects. Railroads may send progressive invoices for facility adjustments and for flagging services on a monthly basis. The project office shall determine the amount of flagging costs that need to be deducted from the contactor’s payments. The project office should process the invoices within one month of receipt when possible. Progress invoices are handled in the same manner as the [[643.2 Local Utility Adjustments - Public and Private#643.2.2.9.2 Partial Payment Invoices|utility partial payment invoices]]. Therefore, the RE sends progress payment memos directly to the Controller’s Office (copy memo to Division Construction and the RPM (not the DUE)). Final invoices are processed in the same manner as [[643.2 Local Utility Adjustments - Public and Private#643.2.2.9.3 Final Invoice|Utility Final Invoices]]. However, the RE will forward the following items to the Construction Division with a memo:<br />
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:* [https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Reports (C-9)] and the<br />
:* [https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]<br />
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The district construction office and the RPM also receive copy of the memo and attachments. If disputes are encountered between the contractor and the railroad representatives that cannot be resolved by the RE, or if questions arise regarding the intention of construction and maintenance agreements or railroad special provisions, the project office can contact the RPM.<br />
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==643.4.3 Railroad Crossing Safety Improvements==<br />
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MoDOT administers federal funds specifically intended to reduce the hazards of highway/railroad crossings. Typically this involves the installation of active warning devices, such as flashing light signals and gates, at rural crossings on non-state routes. Railroad forces or a construction contractor hired by the railroad usually performs the work. Railroad companies occasionally participate in the cost, but the majority is usually paid using the federal and state funds administered (by the RSS) through the Missouri Highway/Rail Crossing Safety Program.<br />
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MO-RR will initiate individual grade crossing improvements not associated with a roadway improvement project by using a priority rating system developed from the data available on the crossing inventory or by using cost share agreements with the railroads, local governments or private agencies. The district, together with the railroad, local officials and MO-RR personnel annually inspect a number of these crossings in the field to determine the appropriate improvement. A diagnostic field review will be conducted with all affected parties to determine the appropriate improvements.<br />
<br />
MO-RR prepares all agreements for improvements at railroad crossings after the proposed work has been approved by the FHWA. Crossing improvements on state routes are processed by MO-RR without involving local agencies.<br />
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===643.4.3.1 Railroad Crossing Improvement Project Coordination===<br />
<br />
The District Railroad (RR) Contacts are to be notified of rail-highway grade crossing improvement projects as soon as a project is initiated by MO-RR.<br />
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MO-RR will coordinate a diagnostic field review at the railroad crossing with the Railroad, District RR Contact(s), Area Engineers and local road authority representatives. At the diagnostic field review, all involved parties shall investigate the crossing and discuss the potential safety improvements. The attending District RR Contact is responsible for signing the diagnostic review documentation as the District representative.<br />
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The district is responsible for providing approaching roadway recommendations, signage modifications, etc. <br />
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MO-RR distributes all project paperwork to the local road authority, district RR Contact(s) and Railroad, as necessary. <br />
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The Supplemental Agreement between MoDOT, the railroad and local road authority is drafted, reviewed, finalized and dispersed for signatures by MO-RR, railroad and local road authority. This agreement details the planned improvements and responsibility of each involved party.<br />
<br />
The Administrative Order is drafted and issued by MO-RR, at which time the railroad is typically granted 1 year to construct improvements. Financial Service, district contact and Motor Carriers are advised at this time that the project is scheduled for construction. <br />
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===643.4.3.2 Field Inspection of Railroad Work – Crossing Safety Improvements===<br />
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The district will be notified of project involving at-grade crossing improvements. The district should monitor projects on the state system for adequate traffic control. For complex projects, MO-RR will coordinate any additional inspection assistance required from the District Construction office prior to the start of construction. For most routine projects, district inspection will not be required. <br />
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===643.4.3.3 Railroad Invoices for Crossing Safety Improvements - MoDOT and Non-MoDOT Projects===<br />
<br />
The Railroad Safety Section (RSS) receives the progressive and final invoices from the railroads throughout construction of the project. This type of railroad work is progressed and final billed very differently than railroad invoices for highway construction projects. The RSS submits all progress bills directly to the Controllers Office. <br />
<br />
After the RSS receives the proper documentation and final invoice, RSS will determine whether to withhold or recommend payment. MO-RR will complete the final inspection.<br />
<br />
==643.4.4 Maintenance Activities==<br />
===643.4.4.1 Railroad Crossing Safety===<br />
<br />
Prior to conducting any work over or within 25 horizontal feet of the centerline of an active track, that could interfere with the movement of any train, MoDOT shall contact the railroad company responsible for the track at least 48 hours in advance of performing the work. The railroad company shall be notified of the nature, length and location of the work that is to be performed. For work that will interfere with the movement of any train or pose a safety hazard to the workers within these space limitations on the active track, a railroad company flagger paid for by the department must be present unless the railroad company has indicated that a flagger is not required at the work site during the time the work is to be done.<br />
<br />
The [http://sharepoint/systemdelivery/MO/rail/projects/Documents/Rail_Frieight-Track_Managers/rail_freight_track_managers_2015.pdf Statewide Railroad Track Manager Map] should be referenced to determine the railroad company representative responsible for a particular railroad track or crossing, contact the MO Railroad Section at (573) 526-2169. In order to identify the railroad company representative responsible for maintaining a particular railroad track or crossing, department personnel should provide the name of the railroad company and either the crossing number (also called the DOT Number) or the railroad milepost and subdivision identification to the Railroad Section.<br />
<br />
MoDOT employees are required to wear [http://sharepoint/safety/csp/SitePages/PPE.aspx personal protective equipment], as described in the department’s Safety Policies, Rules & Regulations Employee Handbook, appropriate for each task when working near or over an active railroad track.<br />
<br />
===643.4.4.2 Cooperation with Railroads===<br />
<br />
District personnel should notify MO-RR or the railroad company representative (roadmaster) when a crossing is in need of repair. If it is unclear which railroad company is responsible for a particular crossing, district personnel should contact the Railroad Section for assistance in determining ownership responsibility for the crossing. If the crossing repairs are not made by the railroad company within a reasonable period of time, the district should request assistance from the Railroad Section to set a firm timeline by which the railroad must make the repairs.<br />
<br />
MoDOT may furnish asphaltic material for patching crossings when requested by the railroad company. If possible, MoDOT and the railroad company should schedule any needed maintenance to the roadway in the vicinity of the crossing at the same time.<br />
<br />
If department personnel are patching the roadway at a multiple track crossing and there are potholes in the roadway surface between the tracks (not rails), department personnel should patch the holes with department forces even if the centerlines of the tracks are less than 15 ft. apart. MoDOT does not assume the responsibility for maintenance of the crossing and under no circumstances are department personnel to replace any portion of a timber or other type of crossing material. MoDOT forces are not to work between the rails, but can furnish asphaltic material to the railroad company for use in this area.<br />
<br />
When replacing or making major repairs to a crossing it may be necessary for the railroad company to temporarily close the crossing to both rail and highway traffic. The District Engineer may authorize the highway closure, however, the closure should be held to as short a period of time as possible. If a detour is available the railroad company may set-up the detour around the crossing, however, MoDOT will not be involved in providing the detour nor will the department assume any responsibility for the maintenance of the detour route. MoDOT may furnish (not install) detour signing as well as the warning signs necessary to adequately warn motorists of the closure and detour. The railroad company is responsible for the placement and maintenance of the signing as well as notifying all local officials and local media of the closure. The railroad company shall obtain a permit for the placement of any detour or workzone signs on MHTC Right-of-way.<br />
<br />
===643.4.4.3 Roadway Taper at Railroad Crossings===<br />
A rough riding railroad crossing is sometimes caused by the buildup of the asphalt approach pavement to the crossing. On overlay projects, depth transitions should be constructed approaching the railroad crossing to meet the elevation of the tracks. Modified coldmilling should be used to create a taper of 1” to 100’ (1:1200) and the overlay placed at the intended thickness. As some flexibility exists, the district will need to review the route and any exceptions to determine the appropriate adjustments for each location within the project.<br />
<br />
==643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings==<br />
<br />
===643.4.5.1 Introduction (MUTCD Section 8A.01)===<br />
The sections of [http://mutcd.fhwa.dot.gov/index.htm the MUTCD] that have been incorporated into MoDOT policy are included in the EPG. Other jurisdictions may reference any or all of MoDOT's EPG. If MoDOT's EPG doesn't cover a particular section, the jurisdiction should reference the current version of the MUTCD as the authoritative document for traffic control devices. <br />
<br />
'''Support.''' Traffic control for highway-rail grade crossings includes all signs, signals, markings, other warning devices and their supports along highways approaching and at highway-rail grade crossings. The function of this traffic control is to permit reasonably safe and efficient operation of both rail and highway traffic at highway-rail grade crossings.<br />
<br />
For purposes of installation, operation, and maintenance of traffic control devices at highway-rail grade crossings, it is recognized that the crossing of the highway and rail tracks is situated on a right of way available for the joint use of both highway traffic and railroad traffic.<br />
<br />
The highway agency or authority with jurisdiction and the regulatory agency with statutory authority, if applicable, jointly determine the need and selection of devices at a highway-rail grade crossing.<br />
<br />
In Traffic Controls for Highway-Rail Grade Crossings, the combination of devices selected or installed at a specific highway-rail grade crossing is referred to as a “traffic control system.”<br />
<br />
'''Standard.''' The traffic control devices, systems and practices described herein shall be used at all highway-rail grade crossings open to public travel, consistent with federal, state and local laws and regulations.<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Railroad-Highway Crossing'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/UnNumbrd/ss07001.pdf Summary 2007]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
To promote an understanding of common terminology between highway and railroad signaling issues, the following definitions shall be used:<br />
<br />
1. Advance Preemption—the notification of an approaching train that is forwarded to the highway traffic signal controller unit or assembly by the railroad equipment in advance of the activation of the railroad warning devices.<br />
<br />
2. Advance Preemption Time—the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad warning devices.<br />
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3. Cantilevered Signal Structure—a structure that is rigidly attached to a vertical pole and is used to provide overhead support of signal units.<br />
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4. Clear Storage Distance—the distance available for vehicle storage measured between 6 ft. from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed highway-rail grade crossings and intersections, the 6 ft. distance shall be measured perpendicular to the nearest rail either along the centerline 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 centerline or edge line of the highway, as appropriate, to obtain the shorter distance.<br />
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5. Design Vehicle—the longest vehicle permitted by statute of the road authority (state or other) on that roadway.<br />
<br />
6. Dynamic Envelope—the clearance required for the train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure. <br />
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7. Dynamic Exit Gate Operating Mode—a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.<br />
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8. Exit Gate Clearance Time—for Four-Quadrant Gate systems, the exit gate clearance time is the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.<br />
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9. Exit Gate Operating Mode—for Four-Quadrant Gate systems, the mode of control used to govern the operation of the exit gate arms.<br />
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10. Flashing-Light Signals—a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when a train is approaching or present at a highway-rail grade crossing.<br />
<br />
Active Warning System<br />
<br />
11. Interconnection—the electrical connection between the railroad active warning system and the highway traffic signal controller assembly for the purpose of preemption.<br />
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12. Maximum Highway Traffic Signal Preemption Time—the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.<br />
<br />
13. Minimum Track Clearance Distance—for standard two-quadrant railroad warning devices, the minimum track clearance distance is the length along a highway at one or more railroad tracks, measured either from the highway stop line, warning device, or 12 ft. perpendicular to the track centerline, to 6 ft. beyond the track(s) measured perpendicular to the far rail, along the centerline or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the centerline or edge of the highway, as appropriate, to obtain the longer distance.<br />
<br />
14. Minimum Warning Time—Through Train Movements—the least amount of time active warning devices shall operate prior to the arrival of a train at a highway-rail grade crossing.<br />
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15. Preemption—the transfer of normal operation of highway traffic signals to a special control mode.<br />
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16. Pre-signal—supplemental highway traffic signal faces operated as part of the highway intersection traffic signals, located in a position that controls traffic approaching the highway-rail grade crossing in advance of the intersection.<br />
<br />
17. Queue Clearance Time—the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. If presignals are present, this time shall be long enough to allow the vehicle to move through the intersection, or to clear the tracks if there is sufficient clear storage distance. If a Four-Quadrant Gate system is present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the minimum track clearance distance.<br />
<br />
18. Right of Way Transfer Time — the maximum amount of time needed for the worst case condition, prior to display of the track clearance green interval. This includes any railroad or highway traffic signal control equipment time to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting traffic.<br />
<br />
19. Separation Time — the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of the train.<br />
<br />
20. Simultaneous Preemption — notification of an approaching train is forwarded to the highway traffic signal controller unit or assembly and railroad active warning devices at the same time.<br />
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21. Timed Exit Gate Operating Mode—a mode of operation where the exit gate descent is based on a predetermined time interval.<br />
<br />
22. Vehicle Intrusion Detection Devices—a detector or detectors used as a part of a system incorporating processing logic to detect the presence of vehicles within the minimum track clearance distance and to control the operation of the exit gates.<br />
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23. Wayside Equipment—the signals, switches, and/or control devices for railroad operations housed within one or more enclosures located along the railroad right-of-way and/or on railroad property.<br />
<br />
'''Standard.''' Where Light Rail Transit (LRT) and railroads use the same tracks or adjacent tracks, the traffic control devices, systems and practices for highway-rail grade crossings shall be used.<br />
<br />
===643.4.5.2 Use of Standard Devices, Systems and Practices at Highway-Rail Grade Crossings (MUTCD Section 8A.02)===<br />
<br />
'''Support.''' Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-rail grade crossings.<br />
<br />
'''Guidance.''' The appropriate traffic control system to be used at a highway-rail grade crossing should be determined by an engineering study involving both the highway agency and the railroad company.<br />
[[image:643.4.4.2.jpg|right|275px]]<br />
<br />
'''Option.''' The engineering study may include the Highway-Rail Intersection (HRI) components of the National Intelligent Transportation Systems (ITS) architecture, which is a USDOT accepted method for linking the highway, vehicles and traffic management systems with rail operations and wayside equipment.<br />
<br />
'''Support.''' More detail on Highway-Rail Intersection components is available from USDOT’s Federal Railroad Administration, 1120 Vermont Ave., NW, Washington, DC 20590, or www.fra.dot.gov.<br />
<br />
'''Standard.''' Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained herein.<br />
<br />
Before any new highway-rail grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the railroad company.<br />
<br />
'''Guidance.''' To stimulate effective responses from vehicle operators and pedestrians, these devices, systems and practices should use the five basic considerations employed generally for traffic control devices and described fully in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.2_Principles_of_Traffic_Control_Devices_.28MUTCD_Section_1A.02.29 EPG 900.1.2 Principles of Traffic Control Devices]: design, placement, operation, maintenance and uniformity.<br />
<br />
'''Support.''' Many other details of highway-rail grade crossing traffic control systems that are not set forth in EPG 903.20 are contained in the publications listed in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11 Relation to Other Publications].<br />
<br />
===643.4.5.3 Use of Standard Devices, Systems, and Practices at Highway-LRT Grade Crossings (8A.03)===<br />
<br />
'''Support.''' The combination of devices selected or installed at a specific highway-LRT grade crossing is referred to as a Light Rail Transit Traffic Control System. Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-LRT grade crossings.<br />
<br />
For the safety and integrity of operations by highway and LRT users, the highway agency with jurisdiction, the regulatory agency with statutory authority, if applicable, and the LRT authority jointly determine the need and selection of traffic control devices and the assignment of priority to LRT at a highway-LRT grade crossing. The normal rules of the road and traffic control priority identified in the “Uniform Vehicle Code” govern the order assigned to the movement of vehicles at an intersection unless the local agency determines that it is appropriate to assign a higher priority to LRT. Examples of different types of LRT priority control include separate traffic control signal phases for LRT movements, restriction of movement of roadway vehicles in favor of LRT operations, and preemption of highway traffic signal control to accommodate LRT movements.<br />
<br />
'''Guidance.''' The appropriate traffic control system to be used at a highway-LRT grade crossing should be determined by an engineering study conducted by the LRT or highway agency in cooperation with other appropriate state and local organizations.<br />
<br />
'''Standard.''' Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained in this article. The traffic control devices, systems, and practices described in this article shall be used at all highway-LRT grade crossings. Before any new highway-LRT grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the LRT agency.<br />
<br />
'''Guidance.''' To stimulate effective responses from road users, these devices, systems, and practices should use the five basic considerations employed generally for traffic control devices and described fully in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.2_Principles_of_Traffic_Control_Devices_.28MUTCD_Section_1A.02.29 EPG 900.1.2 Principles of Traffic Control Devices] design, placement, operation, maintenance, and uniformity.<br />
<br />
'''Support.''' Many other details of highway-LRT grade crossing traffic control systems that are not set forth in [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]] are contained in the publications listed in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11 Relation to Other Publications].<br />
<br />
'''Standard.''' Highway-LRT grade crossings in semi-exclusive alignments shall be equipped with a combination of automatic gates and flashing-light signals, or flashing-light signals only, or traffic control signals, unless an engineering study indicates that the use of Crossbuck Assemblies, STOP signs or YIELD signs alone would be adequate.<br />
<br />
===643.4.5.4 Uniform Provisions (MUTCD Section 8A.04)===<br />
<br />
'''Standard.''' All signs used in highway-rail grade crossing traffic control systems shall be retroreflectorized or illuminated as described in [[903.2 Extent of Signing#903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)|EPG 903.2.9 Retroreflectivity and Illumination]] to show the same shape and similar color to an approaching traveler during both day and night.<br />
<br />
No sign or signal shall be located in the center of an undivided highway, unless it is crashworthy (breakaway, yielding, or shielded with a longitudinal barrier or crash cushion) or unless it is placed on a raised island.<br />
<br />
'''Guidance.''' Such signs or signals should be installed with a clearance of at least 2 ft. from the outer edge of the raised island to the nearest edge of the sign or signal, except as allowed in [[903.2 Extent of Signing#903.2.25.1 Scope of Signs and Signing|EPG 903.2.25.1]] and [https://epg.modot.org/index.php?title=903.3_Post-Mounted_Signing#903.3.2_Lateral_Offset_.28MUTCD_Section_2A.19.29 EPG 903.3.2].<br />
<br />
Where the distance between tracks, measured along the highway between the inside rails, exceeds 100 ft., additional signs or other appropriate traffic control devices should be used to inform approaching road users of the long distance to cross the tracks.<br />
<br />
===643.4.5.5 Grade Crossing Elimination (MUTCD Section 8A.05)===<br />
<br />
'''Guidance.''' Because highway-rail grade crossings are a potential source of crashes and congestion, agencies should conduct engineering studies to determine the cost and benefits of eliminating these crossings.<br />
<br />
'''Standard.''' When a highway-rail grade crossing is eliminated, the traffic control devices for the crossing shall be removed.<br />
<br />
If the existing traffic control devices at a multiple-track highway-rail grade crossing become improperly placed or inaccurate because of the removal of some of the tracks, the existing devices shall be relocated and/or modified.<br />
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'''Guidance.''' Any highway-rail grade crossing that cannot be justified should be eliminated.<br />
<br />
Where a roadway is removed from a highway-rail grade crossing, the roadway approaches in the railroad or LRT right-of-way should also be removed and appropriate signs and object markers should be placed at the roadway end in accordance with EPG 620.3 Object Markers (MUTCD Section 2C.66).<br />
<br />
Where a railroad or LRT is eliminated at a highway-rail grade crossing, the tracks should be removed or paved over.<br />
<br />
===643.4.5.6 Illumination at Grade Crossings (MUTCD Section 8A.06)===<br />
<br />
'''Support.''' Illumination is sometimes installed at or adjacent to a grade crossing in order to provide better nighttime visibility of trains or LRT equipment and the grade crossing (for example, where a substantial amount of railroad or LRT operations are conducted at night, where grade crossings are blocked for extended periods of time, or where crash history indicates that road users experience difficulty in seeing trains or LRT equipment or traffic control devices during hours of darkness).<br />
<br />
Recommended types and locations of luminaries for illuminating grade crossings are contained in the American National Standards Institute’s (ANSI) ''Practice for Roadway Lighting RP-8,'' which is available from the Illuminating Engineering EPG [[:Category:900 TRAFFIC CONTROL#900.1.11 Relation to Other Publications (MUTCD Section 1A.11)|EPG 900.1.11 Relation to Other Publications]].<br />
<br />
===643.4.5.7 Quiet Zone Treatments at Highway-Rail Grade Crossings (MUTCD Section 8A.07)===<br />
<br />
'''Support.''' 49 CFR Part 222 (Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule) prescribes Quiet Zone requirements and treatments.<br />
<br />
'''Standard.''' Any traffic control device and its application where used as part of a Quiet Zone shall comply with all applicable provisions of the MUTCD.<br />
<br />
===643.4.5.8 Temporary Traffic Control Zones (MUTCD Section 8A.08)===<br />
<br />
'''Support.''' Temporary traffic control planning provides for continuity of operations (such as movement of traffic, pedestrians and bicycles, transit operations and access to property/utilities) when the normal function of a roadway at a highway-rail grade crossing is suspended because of temporary traffic control operations.<br />
<br />
'''Standard.''' Traffic controls for temporary traffic control zones that include highway-rail grade crossings shall be as outlined in [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]].<br />
<br />
When a highway-rail grade crossing exists either within or in the vicinity of a temporary traffic control zone, lane restrictions, flagging or other operations shall not be performed in a manner that would cause vehicles to stop on the railroad tracks, unless a law enforcement officer or flagger is provided at the highway-rail grade crossing to minimize the possibility of vehicles stopping on the tracks, even if automatic warning devices are in place.<br />
<br />
'''Guidance.''' Public and private agencies, including emergency services, businesses and railroad companies, should meet to plan appropriate traffic detours and the necessary signing, marking and flagging requirements for operations during temporary traffic control zone activities. Consideration should be given to the length of time that the highway-rail grade crossing should be closed, the type of rail and highway traffic affected, the time of day and the materials and techniques of repair. <br />
<br />
The agencies responsible for the operation of the LRT and highway should be contacted when the initial planning begins for any temporary traffic control zone that might directly or indirectly influence the flow of traffic on mixed-use facilities where LRT and road users operate.<br />
<br />
Temporary traffic control operations should minimize the inconvenience, delay and crash potential to affected traffic. Prior notice should be given to affected public or private agencies, emergency services, businesses, railroad companies and travelers before the free movement of vehicles or trains is infringed upon or blocked.<br />
<br />
Temporary traffic control zone activities are not to be permitted to extensively prolong the closing of the highway-rail grade crossing.<br />
<br />
The width, grade, alignment and riding quality of the highway surface at a highway-rail grade crossing are, at a minimum, to be restored to correspond with the quality of the approaches to the highway-rail grade crossing.<br />
<br />
==643.4.6 Signs and Markings (MUTCD Section 8B)==<br />
<br />
'''Support.''' Reference [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 for Signing for Rail and Light Rail Transit Grade Crossings]] (MUTCD Sections 8B.01-8B.09 and 8B.12).<br />
<br />
===643.4.6.1 Light Rail Transit Only Lane Signs (R15-4 Series) (MUTCD Section 8B.13)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
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===643.4.6.2 Do Not Pass Light Rail Transit Signs (R15-5, R15-5a) (MUTCD Section 8B.14)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
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===643.4.6.3 No Motor Vehicles On Tracks Signs (R15-6, R15-6a) (MUTCD Section 8B.15)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.4 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series) (MUTCD Section 8B.16)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.5 LOOK Sign (R15-8) (MUTCD Section 8B.17)===<br />
<br />
'''Option.''' At grade crossings, the LOOK (R15-8) sign may be mounted as a supplemental plaque on the Crossbuck support, or on a separate post in the immediate vicinity of the grade crossing on the railroad or LRT right of way.<br />
<br />
'''Guidance.''' A LOOK sign should not be mounted as a supplemental plaque on a Crossbuck Assembly that has a YIELD or STOP sign mounted on the same support as the Crossbuck.<br />
<br />
===643.4.6.6 Emergency Notification Sign (I-13) (MUTCD Section 8B.18)===<br />
[[image:643.5.6.jpg|center|175px|thumb|<center>'''Example of I-13'''</center>]]<br />
<br />
'''Guidance.''' Emergency Notification (I-13) signs should be installed at all highway-rail grade crossings, and at all highway-LRT grade crossings on semi-exclusive alignments, to provide information to road users so that they can notify the railroad company or LRT agency about emergencies or malfunctioning traffic control devices.<br />
<br />
'''Standard.''' When Emergency Notification signs are used at a highway-rail grade crossing, they shall, at a minimum, include the USDOT grade crossing inventory number and the emergency contact telephone number. When Emergency Notification signs are used at a highway-LRT grade crossing, they shall, at a minimum, include a unique crossing identifier and the emergency contact telephone number. Emergency Notification Signs shall have a white legend and border on a blue background. The Emergency Notification signs shall be positioned so as to not obstruct any traffic control devices or limit the view of rail traffic approaching the grade crossing.<br />
<br />
Emergency Notification Signs (I-13) are installed by the Railroad that operates through the crossing.<br />
<br />
===643.4.6.7 Light Rail Transit Approaching – Activated Blank-Out Warning Sign (W10-7) (MUTCD Section 8B.19)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.8 TRAINS MAY EXCEED 80 MPH Sign (W10-8) (MUTCD Section 8B.20)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.9 NO TRAIN HORN Sign or Plaque (W10-9, W10-9P) (MUTCD Section 8B.21)===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:643.4.5.9 W10-9.jpg|left|150px|thumb|<center>'''W10-9'''</center>]]||[[image:643.4.5.9 W10-9P.jpg|left|100px|thumb|<center>'''W10-9P'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Either a NO TRAIN HORN (W10-9) sign or a NO TRAIN HORN (W10-9P) plaque shall be installed in each direction at each highway-rail grade crossing where a quiet zone has been established in compliance with 49 CFR Part 222. If a W10-9P plaque is used, it shall supplement and be mounted directly below the Grade Crossing Advance Warning (W10 series) sign.<br />
<br />
===643.4.6.10 NO GATES OR LIGHTS Plaque (W10-13P) (MUTCD Section 8B.22)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.11 Low Ground Clearance Grade Crossing Sign (W10-5) (MUTCD Section 8B.23)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.12 Storage Space Signs (W10-11, W10-11a, W10-11b) (MUTCD Section 8B.24)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.13 Skewed Crossing Sign (W10-12) (MUTCD Section 8B.25)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
===643.4.6.14 Light Rail Transit Station Sign (I-12) (MUTCD Section 8B.26)===<br />
<br />
'''Support.''' Not used in Missouri.<br />
<br />
'''Support.''' Reference EPG 620.2 for Pavement Markings (MUTCD 8B.27 and 8B.28).<br />
<br />
==643.4.7 Flashing Light Signals, Gates and Traffic Control Signals (MUTCD Section 8C)==<br />
<br />
===643.4.7.1 Introduction (MUTCD Section 8C.01)===<br />
<br />
'''Support.''' Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. <br />
<br />
The design, installation and maintenance of these devices are normally the responsibility of the corresponding railroad company with the approval of MoDOT (a function of the [http://sp/sites/mo/Pages/default.aspx Multimodal Operations Division]). <br />
<br />
'''Standard.''' Active traffic control systems at railroad crossing shall be designed and installed in accordance with the MUTCD. <br />
<br />
===643.4.7.2 Flashing-Light Signals (MUTCD Section 8C.02) ===<br />
<br />
'''Support.''' See the MUTCD. <br />
<br />
===643.4.7.3 Flashing-Light Signals at Highway-LRT Grade Crossings (MUTCD Section 8C.03) ===<br />
<br />
'''Support.''' See the MUTCD. <br />
<br />
===643.4.7.4 Automatic Gates (MUTCD Section 8C.04) ===<br />
<br />
'''Support.''' See the MUTCD. <br />
<br />
===643.4.7.5 Use of Automatic Gates at LRT Grade Crossings (MUTCD Section 8C.05)===<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.7.6 Four-Quadrant Gate Systems (MUTCD Section 8C.06) ===<br />
<br />
'''Support.''' See the MUTCD. <br />
<br />
===643.4.7.7 Wayside Horn Systems (MUTCD Section 8C.07) ===<br />
<br />
'''Support.''' See the MUTCD. <br />
<br />
===643.4.7.8 Rail Traffic Detection (MUTCD Section 8C.08) ===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.7.9 Traffic Control Signals at or Near Highway-Rail Grade Crossings (MUTCD Section 8C.09) ===<br />
<br />
'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.2 Traffic Control Signals at or Near Highway-Rail Grade Crossings (MUTCD Section 8C.09)|EPG 902.5.38.2]].<br />
<br />
===643.4.7.10 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8C.10) ===<br />
<br />
'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.3 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8C.10)|EPG 902.5.38.3]].<br />
<br />
===643.4.7.11 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings (MUTCD Section 8C.11) ===<br />
<br />
'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.4 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings (MUTCD Section 8C.11)|EPG 902.5.38.4]].<br />
<br />
===643.4.7.12 Grade Crossings Within or In Close Proximity to Circular Intersections (MUTCD Section 8C.12) ===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.7.13 Pedestrian and Bicycle Signals and Crossings at LRT Grade Crossings (MUTCD Section 8C.13)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
==643.4.8 Pathway Grade Crossings (MUTCD 8D)==<br />
<br />
===643.4.8.1 Purpose (MUTCD 8D.01)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.8.2 Use of Standard Devices, Systems and Practices (MUTCD 8D.02)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.8.3 Pathway Grade Crossing Signs and Markings (MUTCD 8D.03)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.8.4 Stop Lines, Edge Lines and Detectable Warnings (MUTCD 8D.04)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.8.5 Passive Devices for Pathway Grade Crossings (MUTCD 8D.05)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
===643.4.8.6 Active Traffic Control Systems for Pathway Grade Crossings (MUTCD 8D.06)===<br />
<br />
'''Support.''' See the MUTCD.<br />
<br />
[[image:643.4.7.7.jpg|center|775px]]<br />
<br />
[[category:643 Utility Procedures|643.04]]</div>Legged1https://epg.modot.org/index.php?title=611.3_Concrete_Slope_Protection&diff=52388611.3 Concrete Slope Protection2023-03-07T22:33:03Z<p>Legged1: update links</p>
<hr />
<div>==611.3.1 Design==<br />
<br />
In urban areas, the project core team may decide that concrete slope protection is appropriate for specific aesthetic reasons, as an alternative to rock blanket, under the ends of grade separation structures. Concrete slope protection may be used at other locations where necessary to prevent slope erosion. Concrete slope protection is constructed with a 4 in. (100 mm) thickness under grade separation structures unless otherwise specified on the plans. Thicknesses greater than 4 in. (100 mm) may be specified at other locations. The plans show locations, dimensions and quantities for concrete slope protection. No direct payment will be made for any excavating or for other work necessary in preparing the subgrade, trenching or backfilling for concrete slope protection.<br />
<br />
For details of rock blanket and concrete slope protection layouts at bridge ends, see the four cases identified on [https://www.modot.org/media/16882 Standard Plan 609.40] and shown on [https://www.modot.org/media/16886 Standard Plan 611.60].<br />
<br />
==611.3.2 Construction Inspection (Sec 611.60.3)==<br />
<br />
Standard Plan 611.60 details the requirements for building concrete slope protection. The concrete should be cured the same as for concrete pavement except that non-pigmented curing compound is used.<br />
<br />
==611.3.3 Materials Inspection for Sec 611.60==<br />
<br />
The Materials Division does not normally perform field inspection on this item.<br />
<br />
==611.3.4 Bridge Maintenance==<br />
<br />
===611.3.4.1 Purpose===<br />
To prevent erosion around wings and under abutments by maintaining adequate drainage away from the ends of the bridge.<br />
<br />
===611.3.4.2 Scheduling===<br />
Anytime that work can be accomplished.<br />
<br />
===611.3.4.3 Procedures===<br />
1. Fill any erosion from failed mat gutters as necessary. Fill areas under and around wings as necessary.<br />
<br />
2. Repair mat gutter as needed with bituminous mix to create an adequate trough to carry water away from the wings. Preferably, the drainage should go away from the roadway and down the slope and not back under the bridge.<br />
<br />
3. Seal the mat gutter with liquid asphalt to create a watertight surface.<br />
<br />
4. If the mat gutter goes along the wing down to paved slope protection, ensure the water is diverted onto the paved slope so the paved slope is not undermined. Stop water from going into the top joint of the paved slope along the abutment.<br />
<br />
<br />
[[Category:611 Embankment Protection]]</div>Legged1https://epg.modot.org/index.php?title=806.2_Sediment_Control_Measures&diff=51955806.2 Sediment Control Measures2022-11-01T17:23:36Z<p>Legged1: /* 806.2.5 Rock/Mesh Sediment Control Fence */ #3555 Use to be determined in the field.</p>
<hr />
<div>Sediment control is the practice of controlling eroded soil in disturbed areas by deploying best management practices (BMPs) to capture and retain the eroded material before it leaves the project site. It is MoDOT’s intention to establish final stabilization practices as soon as possible, but sediment control BMPs must still be deployed to provide sediment control until vegetative cover or final building materials have been established to prevent sediments from leaving MoDOT project sites. <br />
<br />
===806.2.1 Sediment Basin===<br />
Sediment basins are constructed to trap and store water and sediment that may not be caught by upgrade erosion and sediment control measures. The basins consist of an excavation with defined side slopes and rock riprap placed in inlet and outlet areas. <br />
<br />
A temporary sediment basin is an excavated or dammed storage area that is used for short-term erosion and sediment control purposes. They are constructed with available grading equipment at locations shown on the contract plans to control sediment discharge until more permanent BMPs are installed and the site is stabilized. In some cases a temporary sediment basin can be placed in a location that enables it to continue to be used as a permanent sediment and drainage control basin. <br />
<br />
If the sediment basin is to be permanent, its slopes shall be stabilized with rock riprap or equivalent. <br />
<br />
====806.2.1.1 Design Considerations====<br />
The location of sediment basins will be shown on the plans. Each basin will be of sufficient size to contain a volume of a local 2-year, 24-hour storm event as determined by using the [https://hdsc.nws.noaa.gov/hdsc/pfds/ National Oceanic and Atmospheric Administration’s National Weather Service Atlas 14]. Sediment basins are required (unless infeasible due to site constraints) when large disturbed areas (>10 acres) concentrate flow to one discharge point, but they should be considered for any disturbed area, 5 acres or larger, which drains to one discharge point. <br />
<br />
Where the use of a sediment basin of sufficient size as described above is impractical, other similarly effective BMPs that will provide equal water quality protection shall be provided, such as sediment traps, must be employed to minimize sediment loss from MoDOT right of way.<br />
<br />
====806.2.1.2 Construction Considerations====<br />
Sediment basins should be installed at the time of clearing and grubbing, and will normally remain in service until all disturbed areas draining into the structure have been satisfactorily stabilized.The area where a sediment basin is to be constructed shall be cleared of vegetation to enable removal of sediment. The inlets of these sediment basins shall be constructed with a wide cross section and minimum grade to prevent turbulence and allow deposition of the soil particles. Sediment basins shall always have stabilized outlets to discharge water from the surface of the basin. The stabilized outlets typically consist of one, or a combination of the following: rock, a riser pipe, or a surface skimmer (e.g., Faircloth Skimmer<sup>®</sup>). As a general rule, basins should be designed and constructed twice (minimum) as long as wide in order to maximize time of concentration within the structure. To add additional sediment removal capability to basins, baffles can be designed within the basin to slow storm water flow and increase treatment time within the basin. Basically, the longer the water takes to get from the inlet of the basin to its outlet, the more effective the treatment and the better the water quality at the outfall. Sediment basins shall normally remain in service until all disturbed areas draining into the structure have been satisfactorily stabilized. When use of temporary sediment basins is to be discontinued, all excavations are to be backfilled and properly compacted, fill material removed, and the existing ground restored to its natural or intended condition. <br />
<br />
Where the use of a sediment basin of sufficient size as described above is impractical it should be documented in the SWPPP and other similarly effective BMPs must be employed to minimize sediment loss from MoDOT right of way. These similarly effective BMPs or BMP systems could include, but are not limited to sediment traps, ditch checks, Type C berms, etc., and the use of appropriate erosion control items to cover up exposed soil. An explanation for selecting these similarly effective BMPs instead of a basin will be documented in the project SWPPP.<br />
<br />
When the depth of sediment reaches 1/2 of the depth of the structure in any part of the pool, all accumulation shall be removed. Discharges from the basin shall not cause scouring of the receiving area. Removed accumulated sediment and excavated material removed during construction of the sediment basin shall be disposed of in locations where sediment will not again erode into the construction areas or into natural waterways.<br />
<br />
===806.2.2 Sediment Trap===<br />
<br />
A sediment trap is a temporary sediment collection structure constructed of rock or other non-earthen material used to detain runoff so that sediments are allowed to drop out. The trap may also be excavated in lieu of rock construction. <br />
<br />
====806.2.2.1 Design Considerations====<br />
<br />
The location of sediment traps will be shown on the plans. The length and height of the sediment trap depends on the volume of water that flows through the drainage structure and the width of the drainage channel. Sediment traps will be utilized at every outfall and may be used downgrade of drainage structures to control sediment. Sediment traps are not appropriate where impounded sediment and gravel could accumulate inside of the culvert. Estimated quantities for each trap located on the project will be shown to the nearest cubic yard. See [https://www.modot.org/media/16839 Standard Plan 806.10] for sediment trap details.<br />
<br />
Sediment traps are not typically appropriate in streams that are regulated by the US Army Corps of Engineers under Section 404 of the Clean Water Act. However, certain construction within the regulated channel may necessitate their use. The design of a sediment trap in this situation must be approved by the Design Division's Environmental and Historic Preservation section prior to inclusion in the plans. <br />
<br />
====806.2.2.2 Construction Considerations====<br />
<br />
Sediment traps need to be in place prior to clearing and grubbing operations and will remain in place until the site has achieved final stabilization. <br />
<br />
Sediment traps will be constructed of rock or other non-erodible material sufficient to impound water in accordance with [https://www.modot.org/media/16839 Standard Plan 806.10] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Standard Specification 806.60]. Estimated quantities for each trap located on the project will be shown to the nearest cubic yard. Sediment traps may be dewatered through a single riser pipe, over a stabilized spillway (rock-lined, lined with erosion control blanket or turf reinforcement matting, vegetated), or, where applicable, allowed to filter through the interstices of a constructed rock barrier. <br />
<br />
Maintenance of the trap must be completed once the sediment deposits accumulate to ½ the height of the trap. In situations where long-term maintenance issues are absent, and permanent vegetation has established, sediment traps may be left in place as a permanent structure as long as there is no threat to the natural or human environment.<br />
<br />
===806.2.3 Ditch Checks===<br />
<br />
Ditch checks are temporary obstructions placed in a drainage way used to control erosion and sedimentation by reducing storm water velocities. Sediment deposits will be captured by the checks during low flow conditions.<br />
<br />
====806.2.3.1 Design Considerations====<br />
<br />
There are two types of ditch checks that can be used: rock and alternate. <br />
<br />
Rock ditch checks are the predominant ditch check to be used. Because of their size, rock checks are to be placed outside the clear zone. They are specified for larger drainage areas and ditch slopes 10 percent or less and where expected ditch flow volumes and velocities are high, or in locations where the project is in proximity to streams or other sensitive areas. <br />
<br />
Alternate ditch checks include, but are not limited to, triangular silt checks, filter socks/logs (but not straw wattles), and sandbags. Alternate ditch checks have a minimum effective height of 9 inches, as measured in the field. <br />
<br />
Alternate ditch checks are specified where drainage areas are fairly small (3 acres or less), ditch slopes are 4 percent or less and expected ditch flow volumes and velocities are small. For scenarios that exceed the criteria established above, a combination of rock ditch checks and erosion control blankets are utilized. <br />
<br />
[https://www.modot.org/media/16839 Standard Plan 806.10] (Sheet 3 of 7) shows the spacing for ditch checks. The estimate of the required number of ditch checks is based on an effective height of 9 or 18 inches. <br />
<br />
If the total number of alternate ditch checks needed on a project is minimal, it is advisable to just specify all ditch checks as rock for simplicity of contract administration. The last two ditch checks, in any ditch check system should be one rock ditch check followed by a sediment trap. <br />
<br />
====806.2.3.2 Construction Considerations====<br />
<br />
'''(Important: Straw wattles, straw bales and geotextile silt fence are no longer acceptable as a ditch check BMPs.)'''<br />
<br />
Ditch checks shall be placed and constructed according to the contract plans. As soon as practical, once a ditch/conveyance is capable of conveying water, ditch checks should be constructed to provide sufficient protection until the conveyance is complete and the remaining BMPs can be installed. Once disturbance activities have ceased on any part of the project and will not resume for a period of 14 days ditch checks shall be constructed to provide interim stabilization. Once interim stabilization efforts begin they shall be completed within 14 days. Ditch checks shall remain in place until final stabilization is achieved.<br />
<br />
Rock checks are to be constructed of 4 in to 12 in size rock, full ditch width wide, and 18” min. effective height over the middle of the ditch. The standard design of a rock ditch is a 4 ft. wide base, with 2:1 side slopes, and 2 ft. tall with the middle 6 in. lower than the sides (18 in effective height over the middle). Dimensions may be modified based on individual project needs for higher flow rates. In areas of clay soils, where additional filtration may be needed, the upgrade face of the check can be capped with smaller stone, filter fabric or another approved filtering media. In some cases, it may also be necessary to place a section of ECB or geotextile beneath the rock ditch check and extending downgrade of the structure to prevent the rock from settling into the soil beneath and/or protect from downstream scour within the ditch line.<br />
<br />
Alternate ditch checks have an effective height of at least 9 in. as measured in the field and should be installed in accordance with the manufacturer’s recommendations. The SWPPP has a list of acceptable alternate ditch checks or others can be approved by the engineer. Each type of ditch check (particularly the tubular/cylindrical/triangular products) will have specific directions for installation. In all cases care shall be exercised so as to install the device according to manufacturer specifications. Effectiveness may be compromised if not installed correctly. <br />
<br />
Ditch checks shall be checked for condition and sediment accumulation after each runoff event. Accumulated sediment shall be removed from the check when the sediment height is no more than half that of the check. Sediment removal will include removal and disposition in a location where it will not erode into construction areas or watercourses. Inspections shall be made to ensure that the center of the check is lower than the edges. <br />
<br />
Ditch checks shall remain in place until final stabilization has been achieved. Upon removal, the contractor should be directed to remove and dispose of any excess sit accumulations, grade and dress the area, and stabilize all bare areas to the satisfaction of the engineer. As a general rule for rock ditch checks, once the area has reached final stabilization, any collected sediment should be removed and rock ditch checks can be graded out within the ditch line, serving a similar purpose as a liner. In rare cases, rock ditch checks may remain in place permanently, and resultant accumulated sediment shall be allowed to develop vegetative cover as a permanent feature of the right of way. Similarly, biodegradable structures and their accumulated sediment may be allowed to remain in place if the engineer determines that removal will destabilize the ditch. In cases of compost, mulch, etc. filled checks, the wooden stakes should be pulled and the biodegradable netting cut to encourage more rapid degradation. If the netting is non-biodegradable, the netting shall be cut and removed along with the stakes, but the biodegradable filling may be left to decompose. <br />
<br />
===806.2.4 Silt Fence===<br />
<br />
Silt fence is a temporary sediment control measure used to capture suspended particles from sheet flow along the edge of the right of way where runoff attempts to leave the project onto an adjacent property or into an adjacent body of water or wetland. Silt fence must never be used in concentrated flow to cross a ditch, stream or drainage channel; and in no case installed downgrade from a pipe or used as a culvert protection.<br />
<br />
====806.2.4.1 Design Considerations====<br />
<br />
Silt fence is to be provided as a perimeter control on all land disturbance projects. The plans shall include silt fence in areas where runoff will exit the right of way or along the toe of fill slopes where sediment could enter and adjacent body of water or wetland. Silt fence is not limited to a linear installation. Silt fence should be designed to be installed on the contour when possible, perpendicular to sheet flow, to prevent overtopping or overloading at single points. If silt fence is run down a grade, not perpendicular to sheet flow, J-hooks should be designed to be installed into the silt fence system to dissipate energy and capture runoff so as not to undermine the fence or overwhelm the system at a low point. J-hooks should be installed toe to top, similar to ditch checks, with the tail of the downgrade J-hook terminating behind the leading edge of the previous (see [https://www.modot.org/media/16839 Standard Plan 806.10]).<br />
<br />
====806.2.4.2 Construction Considerations====<br />
<br />
There are several construction requirements for silt fences. Fence construction shall be adequate to handle the stress from hydraulic and sediment loading. Where possible, silt fencing should be installed in existing vegetation, outside of, or at the edge of project clearing limits, so that a buffer of undisturbed soil and vegetation remains on both sides of the fence. Fence construction shall be adequate to handle the stress from hydraulic and sediment loading. Geotextile at the bottom of the fence shall be entrenched. The trench shall be backfilled and the soil compacted over the geotextile. When two sections of geotextile silt fence come together or if a new run must be started, the fence shall be overlapped as indicated on the standard drawings.<br />
<br />
Post spacing shall not exceed 5 feet. Posts shall be driven a minimum of 24 inches into the ground. Where rock is encountered, posts shall be installed in a manner approved by the engineer. Closer spacing, greater embedment depth and/or wider posts shall be used as necessary in low areas and soft or swampy ground to ensure adequate resistance to applied loads. <br />
<br />
The integrity of silt fences must be maintained until disturbed areas have achieved final stabilization. Regular inspections shall be done to ensure silt fence is in proper working order. Fence should be inspected for broken of loose stakes, holes in the geotextile fencing, and any undermining or scouring of the system. Where construction activities have changed the natural contour and drainage runoff, silt fence must be inspected for proper location and effectiveness. Where deficiencies exist, additional silt fences shall be installed.<br />
<br />
Sediment deposits shall be removed and disposed of when the deposit approaches one-half the height of the fence or sooner. If required by heavy sediment loading, a second silt fence shall be installed. Secondary fence installations do not relieve the obligation to maintain the first installation. Any BMP installed must be maintained in good working order. <br />
<br />
The silt fence shall remain in place until final stabilization has been achieved. Upon removal, the contractor shall be directed to remove and dispose of any excess silt accumulations, grade and dress the area, and establish vegetation on all bare areas. <br />
<br />
At the time of installation, silt fencing is to be installed in permanent grass, outside of the clearing limits so that a buffer of undisturbed soil remains on both sides of the fence. Perimeter silt fence is not installed across a drainage ditch, stream or water channel. <br />
<br />
===806.2.5 Rock/Mesh Sediment Control Fence===<br />
<br />
Rock/mesh sediment control fence is used in high sheet flow volume runoff areas where traditional silt fence will not function as designed. Wire mesh, T-posts, and grade 4 or grade 5 rock for drainage, in accordance with Sec 1009, comprise the system to impound runoff and allow solids to drop out. <br />
<br />
====806.2.5.1 Design Considerations====<br />
<br />
Rock/mesh sediment control fence provides a superior level of protection when areas of higher storm water velocity flows are present along a site's perimeter. Use of this device in lieu of other silt fence applications will be determined in the field by the engineer. Possible locations include at the toe of fill sections, especially along streams and wetlands, and in other areas where there is insufficient right of way to construct better impoundment devices, such as sediment basins or sediment traps. As with silt fence applications, the sediment control fence should be placed perpendicular to storm water flow, allowing the water to pass either over or through the rock/mesh sediment control fence, never around it.<br />
<br />
====806.2.5.2 Construction Consideration====<br />
<br />
This device is constructed using a 4 ft. wire mesh (hardware cloth – 24 gauge, ¼ in. openings) folded in half to form a 90° angle. This mesh is then wired to, and supported by 5 ft. metal “T” posts spaced 3 ft. apart and driven approximately 2 ft. into the ground. Lastly, a layer of grade 4 or grade 5 aggregate for drainage (Sec 1009) is placed against the mesh, with a minimum height of 12 in., but preferably 18 inches. (Refer to [https://www.modot.org/media/16839 Standard Plan 806.10].) <br />
<br />
The sediment control fence should be placed perpendicular to storm water flow, allowing the water to pass either over or through the rock/mesh sediment control fence, never around it.<br />
<br />
Rock/mesh sediment control fences shall be inspected for structural damage, undercutting, sediment buildup, or lack of drainage due to sediment clogged stone. Sediment deposits shall be removed and disposed of when the deposit approaches 1/2 the height of the fence or sooner. Accumulated sediment removed from the fence shall be disposed of in locations where sediment will not erode into construction areas or into waters of the state. If the filter stone (aggregate for drainage) becomes sediment-clogged and no longer serves as a filter, it may be appropriate to replace it with new stone. <br />
<br />
The rock/mesh sediment control fence shall remain in place until areas that drain to the fencing are stabilized. Upon removal, the contractor shall be directed to remove and dispose of any excess sediment accumulations, grade and dress the area, and establish vegetation on all bare areas. If the engineer determines that sediment control fence shall remain in place for a period of time after the job is closed out, arrangements will be made for the contractor or MoDOT Maintenance personnel to remove the fence once the area is sufficiently stabilized.<br />
<br />
===806.2.6 Inlet Controls===<br />
<br />
Storm drain (culvert, drop or curb) inlet protection measures prevent soil and debris from entering storm drain inlets.<br />
<br />
====806.2.6.1 Design Considerations====<br />
<br />
Inlet protection shall be provided for all existing and new inlets where land disturbance operations are planned. Vegetative buffers and/or sediment control BMPs such as silt fence or waddles/socks should be utilized behind curb sections to prevent sediment from overtopping the curb and entering the inlet. <br />
<br />
====806.2.6.2 Construction Considerations====<br />
<br />
Temporary inlet protection shall be implemented at existing inlets prior to land disturbance, and new inlets are to be protected as they are put into service. As phases of the project change, inlet controls may need to be modified to ensure proper sediment filtration. <br />
<br />
Geotextile silt fence shall not be used as an approved inlet protection. Geotextile may be used as a cover for a constructed wood or steel frame. It recommended for additional support and protection, the frame is wrapped with wire reinforcement prior to applying the geotextile material.<br />
<br />
See [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.4.6 Inlet Controls|EPG 806.8.6.4.6 Inlet Controls]] for general considerations for inlet protection devices. Devices shall be installed in accordance with [https://www.modot.org/media/16839 Standard Plan 806.10] or the manufactures specifications. <br />
<br />
During construction, elevated curb inlets and median inlets, as well as excavations around inlets, may serve as "riser pipes" as long as they are sufficiently higher (approximately 9 in. or more) than the existing grade. Sediment that accumulates at the base of the riser pipe following storm water events shall be removed when it reaches 1/2 of the original height of the riser pipe. Once the desired grade has been achieved and the inlet becomes flush to that grade, subsequent inlet protection is required.<br />
<br />
===806.2.7 Mulch Berms===<br />
<br />
Mulch berms may be used for perimeter protection and are an acceptable alternative for geotextile and other silt fence applications. <br />
<br />
====806.2.7.1 Design Considerations====<br />
<br />
There is currently not a bid item for mulch berms. The reuse of cleared trees and brush as a mulch berm are at the request of the contractor and as approved by the engineer. Where large amounts of clearing and grubbing exist, notes should be added to encourage the use of mulch berms. <br />
<br />
====806.2.7.1 Construction Considerations====<br />
<br />
When constructed, mulch berms shall be piled to a height of at least two feet, preferably installed in existing vegetation, outside of, or at the edge of project clearing limits, so that a buffer of undisturbed soil and vegetation remains on both sides of the berm. Mulch berms should be installed at the time of clearing and grubbing, and must be maintained for as long as necessary to contain sediment from runoff. Mulch berms should be installed on the contour when possible to prevent overtopping or overloading at single points. <br />
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Mulch berms shall be inspected as part of the storm water routine inspection. It is also recommended that casual daily inspections be made during periods of prolonged rainfall. Where deficiencies exist, additional mulch, or another appropriate BMP shall be installed. <br />
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===806.2.8 Type C Berms===<br />
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A Type C berm is a rock barrier used to provide sediment control protection between the bridge end spill fill slopes and the stream bank. <br />
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====806.2.8.1 Design Considerations====<br />
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Type C berms are specified at the toes of spill slopes around bridge construction operations. It is important that the contract plans show the general presence of a Type C berm so contractors may bid accordingly. However, the actual precise location of the structure will be determined at the time of installation. <br />
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====806.2.8.2 Construction Considerations====<br />
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Type C berms shall be placed at the toes of spill slopes around bridge construction operations and will be constructed to the specified dimension (see [https://www.modot.org/media/16839 Standard Plan 806.10]). While contract plans may show the general location of the Type C berm, the precise location of the structure can only be determined at the time of installation and shall be field fit to provide maximum stream protection, yet enable the installation of piers, bents and accommodate movement of equipment. <br />
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Installation of the berm should be coordinated with other perimeter control BMPs to ensure total protection of the area. Gaps between the Type C berm and silt fence, and other BMPs, may allow sediment laden runoff to escape unrestricted. Type C berms must be installed above the regulatory "ordinary high water mark". Type C berms are typically temporary, but may be permanent depending on the ultimate desired use of the right of way beneath the bridge.<br />
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The Type C berm must be evaluated as phases of the project change to be sure it is functioning as intended. Modifications may be required if field conditions make the original berm installation ineffective. Type C berms shall be checked for sediment accumulation after each runoff event. Sediment shall be removed when it reaches 1/2 of the original height or before. Sediment removal will include removal and disposition in a location where it will not erode into construction areas or waters of the state. <br />
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''(Note: Oftentimes temporary stream crossings are used in proximity to Type C berms. These crossings can cause gaps in the berm for equipment passage, which could potentially be a conduit for sediment delivery to the water-body. Use caution when using these two practices in the same location and assure adequate protection of the water-body. Refer to [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.5 Temporary Pipes and Temporary Construction Crossings|EPG 806.8.6.3.5 Temporary Pipes and Temporary Construction Crossings]] for more information.)''<br />
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===806.2.9 Straw Bales===<br />
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Bales of straw are no longer acceptable sediment control BMPs on MoDOT projects and will not be used as such. Straw is acceptable as mulch when applying temporary ground cover or establishing permanent vegetative cover. Straw used as ground cover is required to be embedded or tackified per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Section 802 of the Missouri Standard Specification for Highway Construction]. <br />
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Straw bales are an acceptable practice used to control diamond grinding residue that is discharged onto MoDOT right of way due solely to the short duration of the discharge. See [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.4.11 Straw Bales (MO Specifications Sec 802)|EPG 806.8.6.4.11 Straw Bales]]. <br />
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[[Category:806 Pollution, Erosion and Sediment Control|806.2]]</div>Legged1https://epg.modot.org/index.php?title=642.9_Sidewalk_Ramp_and_Curb_Ramp_Design_Criteria&diff=51881642.9 Sidewalk Ramp and Curb Ramp Design Criteria2022-10-04T19:19:49Z<p>Legged1: /* 642.9.3 Detectable Warnings */ Updated placement in islands and medians to match standards.</p>
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<div><br />
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{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="200px" align="right" <br />
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|align=center|'''Additional Information'''<br />
|-<br />
|[http://www.ada.gov/reg3a.html#Anchor-19425 ADA Standards Section 4.8.5]<br />
|-<br />
|[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 608]<br />
|-<br />
|[https://www.modot.org/media/16877 Standard Plan 608.40]<br />
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|[https://www.modot.org/media/16879 Standard Plan 608.50]<br />
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|[https://www.modot.org/media/16896 Standard Plan 620.00]<br />
|}<br />
==642.9.1 Slope and Rise of Sidewalk Ramps==<br />
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When the running slope, or grade, of a sidewalk exceeds 5% it is a ramp. If the sidewalk is adjacent to the street or separated by a narrow planting strip, the sidewalk grade may be equal to the grade of the street and not be considered a ramp. Ramps typically occur on an accessible route leading to a facility or otherwise separated from the street. <br />
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The cross slope for all ramps is to be 1%, but a maximum of 2.0% is allowed by ADA standards. Although the maximum running slope of a ramp in new construction is 1V:12H (8.33%), as discussed before, all sidewalks are to be designed with the least running slope possible. In an alteration project if it is technically infeasible to meet the running slope requirement, every effort should be made to flatten the slope as much as possible and provide landings where necessary. Clear documentation of any exceptions should be kept in the project file.<br />
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The maximum rise in any run will be 30 in. Examples of various slopes and ramp lengths are shown in Figure 642.9.1. <br />
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[[image:642.2.1.jpg|center|700px|thumb|<center>'''Figure 642.9.1'''</center>]]<br />
[[image:642.2.1.1.jpg|right|255px]]<br />
A landing will be located at the top and bottom of all ramps and between segments that have a 30 in. rise. The landing will be at least the width of the ramp with a minimum length of 60 in. If a turn is required the landing must be 5 ft. x 5 ft. <br />
For example, a segment with a running slope of 1V:12H, or 8.33% will require a 5 ft. x 5 ft. landing every 30 ft. if it is part of a switchback access route. <br />
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A vertical rise greater than 6 in. will require a handrail. Handrails must be compliant with ADA standards, Section 4.8.5 (http://www.ada.gov/reg3a.html#Anchor-19425) <br />
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Edge protection will be provided on ramps and landings with drop-offs and shall have curbs, walls, railings, or projecting surfaces that prevent people from slipping off the ramp. Curbs shall have a minimum height of 4 inches.<br />
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==642.9.2 Curb Ramps==<br />
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The design and construction of curb ramps require thought and planning. The curb ramp must be designed to meet the existing topographical and physical constraints, and the requirements for curb ramp slope, cross slope, landings and connection to the street. <br />
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Curb and sidewalk ramps will be designed in accordance with the standard plans, or varied to fit the needs at a particular location. Situations that do not fit the standard plans are to be identified on a field check. If a curb ramp differs from the standard plans, the ramp will be detailed on the plans. The exact location of the curb ramps and crosswalks for intersections will be shown on the plans. <br />
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The following criteria apply to all curb ramp situations: <br />
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* Width - curb ramps in new construction will have a clear width of 5 ft., exclusive of flared sides. In an alteration, the width will be the same as the adjoining sidewalk or a minimum of 4 ft.<br />
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* Cross slope - The cross slope on all curb ramps will be a minimum of 1%, up to 2.0% maximum.<br />
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* Running slope - The least possible running slope will be used for all ramps. The minimum running slope for drainage purposes is 1%. In new construction, the maximum slope allowed by ADAAG is 8.33% (1V:12H). Consideration should be given to construction accuracy and future settlement. <br />
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* Grade breaks - Grade breaks at the top and bottom of perpendicular curb ramps shall be perpendicular to the direction of ramp run. Grade breaks shall not be permitted on the surface of curb ramps, blended transitions and landings within the pedestrian access route. Surface slopes that meet at grade breaks shall be flush.<br />
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* Landings - Curb ramps: A minimum 5 ft. x 5 ft. level landing with a minimum of 1% and no more than 2.0% cross slope in any direction will be provided wherever two sidewalks cross, or a turn may be required. Perpendicular curb ramps may require a pedestrian to choose a direction from a landing at the top of the ramp. Parallel curb ramps require a landing at the bottom so that a pedestrian can turn to enter the street. A diagonal ramp requires a landing at the top and a 4 ft. x 4 ft. clear space at the bottom protected within the crosswalk markings. <br />
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* Detectable warnings, or truncated domes - Detectable warnings must be placed at all public streets and signalized intersections. They will be located at the bottom of each ramp a maximum of 5 ft from the curb face, or 6 to 8 in. from the curb face if the distance to the bottom of the ramp is greater than 5 ft. Additional information may be found in [[#642.9.3 Detectable Warnings|EPG 642.9.3 Detectable Warnings]].<br />
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* Islands and medians - Raised islands and medians in crosswalks will be cut through level with the street and include a level passing space of 5 ft. x 5 ft. The cut through width will meet the requirement of an accessible route. Median cut through length is to be 4 ft. min. Detectable warning will be provided at each entrance to the street. <br />
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* Steps - Sidewalk ramps will be provided at locations where steps occur, such as at the ends of bridges having sidewalks across the bridge or at pedestrian grade separations.<br />
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* Obstacles - No obstacles (grates, utility covers, etc.) should be within a ramp. If they cannot be avoided, they will have stable, firm and slip resistant surfaces, have flush transitions, and meet the change in level requirements. Storm drain inlets are to be designed outside of the ramp area, but located so to minimize water runoff or pooling of water at the bottom of ramps.<br />
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* Parking - Curb ramps will be located or protected to prevent their obstruction by parked vehicles.<br />
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* Crosswalk markings - Curb ramps at marked crosswalks will be wholly contained within the markings, excluding any flared sides. The minimum crosswalk is 6 ft.<br />
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* Pay items - The designer will estimate the square yardage for curb ramp and include it with the estimate for sidewalks and the quantity will be shown on the 2B sheet(s). A separate pay item is included for detectable warnings since they are not required on all ramps, and in many cases, are required to be retrofitted on existing curb ramps. <br />
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* See the [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 608], [https://www.modot.org/media/16879 Standard Plan 608.50] and [[642.8 Sidewalk Design Criteria#642.8.4 Running Slope, or Grade|EPG 642.8.4]] for additional information.<br />
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===642.9.2.1 Curb Ramp Alignment===<br />
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The accessible route should be perpendicular to the curb being crossed to provide a level cut for wheelchairs and directional cues for the visually impaired. By placing curb ramps perpendicular to the curb, grade changes are at right angles that will allow all four wheels of a wheelchair to be in contact with the ground at all times. Curb ramps located at the tangent point provide the shortest pedestrian crossing. Alignment of curb ramps, crosswalks and raised islands is an important consideration in providing a safe crossing for the visually impaired.<br />
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For large radii, it is often not possible to both place curb ramps perpendicular to the curb and in-line with the pedestrian crossing. Ramps may be set back from the curb to provide a grade break that is perpendicular to the ramp slope and a landing or blended transition will continue to the curb. If the bottom of the ramp is more than 5 ft. from the curb, detectable warnings are placed at the back of the curbline. Parallel ramps are often useful in this situation.<br />
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===642.9.2.2 Flares on Ramps===<br />
If a curb ramp is located where pedestrians may walk across the ramp, or the ramp is not protected by handrails, guardrails, or a permanent obstacle, and the landing or the sidewalk at the top of the ramp is 4 ft. or wider, the flared sides of the ramp will have a maximum slope of 1V:10H (10%). If, due to a technical infeasibility, the sidewalk is narrower than 4 ft., the maximum slope will be 1V:12H (8.33%). The sidewalk width, X in Figure 642.9.2.2, must be at least 3 ft. A parallel ramp may be more appropriate in some situations.<br />
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Vertical curbs or flares greater than 1V:10H are allowed where the pedestian path will not cross the ramp. Refer to Figure 642.9.2.2. Handrails are not required on curb ramps.<br />
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[[image:642.2.2.2.jpg|center|750px|thumb|<center>'''Figure 642.9.2.2'''</center>]]<br />
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===642.9.2.3 Gutters===<br />
The gutter slope is parallel to the ramp and perpendicular to the curb. Because the slopes of adjacent gutters and streets significantly affect the overall accessibility of curb ramps, the rate of change of grade between the gutter and the ramp imust not exceed 13% over a 2 ft. interval. The cross slope of the road or gutter surface immediately adjacent to the curb ramp must not exceed 5%. <br />
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The transition between the ramp and gutter is to be smooth and flush. For new construction, transitions from curb ramps to sidewalks, gutters or streets must be flush and free of abrupt changes. For existing locations where a smooth transition cannot be acheived, changes in level between ¼ in. and ½ in. must be beveled with a slope no greater than 1V:2H, and changes in level greater than ½ in. need to be removed or ramped. Maximum slopes adjoining a curb ramp must not exceed 1V:20H (5%).<br />
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It is improtant to ensure that water does not puddle at the curb opening. Where drainage crosses the opening and may enter the ramp, or landing area, a maximum 8.33% slope may begin at the face of the curb, resulting a ½ in. rise at the back of the curb in a 6 in. curb opening.<br />
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===642.9.2.4 Landings===<br />
Landings at curb ramps allow people with mobility impairments to move completely off of the ramp and onto the sidewalk. They provide a level area for resting, turning, or reaching pedestrian signal buttons. The slope for all landings must be between a minimum of 1% for drainage and a maximum of 2.0% for pedestrian stability in all directions. <br />
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A minimum 5 ft. x 5 ft. landing must be provided wherever two sidewalks cross, or a turn may be required. Perpedicular curb ramps may require a pedestrian to choose a direction from a landing at the top of the ramp. Parallel curb ramps require a landing at the bottom so that a pedestrian can turn to enter the streeet. A diagonal ramp requires a landing at the top and a 4 ft. x 4 ft. clear space at the bottom protected within the crosswalk markings. <br />
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For retrofit projects, where geometric or right of way restrictions exist, the landing width may be reduced to 4 ft. MoDOT policy will be 5 ft. x 5 ft. to coincide with sidewalk widths and passing space. If landings are reduced below 4 ft., the reasons need to be documented. Please note that requirement for ramps differ from those of curb ramps in that ramps must have the same width as the approaching sidewalk and a minimum length of 5 ft.<br />
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===642.9.2.5 Types of Curb Ramps and Design Applications===<br />
Curb ramps at intersections need to be designed on an individual basis. The location and type of the ramps are to be shown on the plans to ensure all details of the ramps have been taken into consideration and are constructable to MoDOT standards. Determining pedestrian pathways early in the design process is essential. The best ramp configuration for a given location may impact the location of utilities, traffic signals, light poles, storm drainage and other roadside features. It is recommended that the sidewalk and ramps be laid out early in the preliminary plans and in coordination with other roadside features. <br />
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There are a variety of curb ramp types. The pattern to be used depends on the location, type of street and existing design constraints. Curb ramps are normally categorized by their position relative to the curb line. The three most common configurations are perpendicular, parallel and diagonal. See [[642.3 Curb Ramp Applications|EPG 642.3 Curb Ramp Applications]] and [https://www.modot.org/media/16879 Standard Plan 608.50] for more details.<br />
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==642.9.3 Detectable Warnings==<br />
ADAAG defines a detectable warning as “a standardized surface feature built in or applied to walking surfaces or other elements to warn visually impaired people of hazards on a circulation path.” Detectable warnings are provided on curb ramps at side streets and signalized driveways, such as at a mall or major outlet/discount store. Truncated domes are never to be installed on ramps for residential driveways. <br />
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Detectable warnings on walking surfaces are required to be truncated domes with a diameter of 0.9 in., a height of 0.2 in., and a center to center spacing of 1.65 in. to 2.35 in. in each direction. The truncated dome panel is to contrast visually with adjoining surfaces, either light-on-dark or dark-on-light. (Refer to [https://www.modot.org/media/16879 Standard Plan 608.50]). The preferred color contrast is red for concrete and yellow for asphalt surfaces. <br />
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The truncated dome surface area is a minimum length of 2 ft. covering the entire width of the ramp or curb opening, excluding the flare sides. The width of the truncated domes may be shortened by 2-3 in. on each side if recommended by the manufacturer for durability. The truncated domes are aligned on a square grid in the predominate direction of pedestrian travel to permit wheelchair wheels to roll between the domes. They are to be placed at the bottom of a ramp perpendicular to the path of travel, and parallel to the grade break, or 6-8 in. from the front of the curb depending on the type and location of the curb ramp. <br />
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On large curb radii, one edge of the truncated dome surface area may be placed at the back of the curb to minimize the distance of the other edge from the curb. If either corner of the detectable warning is more than 5 ft. from the back of the curb the detectable warnings should be placed in a radial pattern 6-8 in. from the face of the curb.<br />
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Detectable warnings are also provided at cut-throughs in islands and medians. Where islands or medians must be less than 6 feet in length, the detectable warnings are to be omitted. At islands and medians the detectable warnings are to be placed at the curb face.<br />
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Where truncated domes are placed at the bottom of a ramp, the path between the domes shall be parallel to the path of travel on the ramp. At a blended transition or on a landing, the direction of the path between the domes may vary.<br />
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Where a sidewalk crosses a railroad track, the detectable warning surface shall be located so that the edge nearest the rail crossing is 6 ft. minimum and 15 ft. maximum from the centerline of the nearest rail. The rows of truncated domes in a detectable warning surface shall be aligned to be parallel with the direction of wheelchair travel.<br />
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==642.9.4 Side Streets and Driveway Crossings==<br />
A defined walkway is required across all driveways. The defined walkway will consist of a paved area 4 ft. wide, at minimum, with a cross slope of 1% (2.0% maximum) to meet ADA standards. It does not have to be marked, but will provide an accessible path between the adjoining sidewalks or ramps. The running slope will 5% or less, or at the same grade as the roadway. Where possible, keep the entrance and sidewalk at the same grade, eliminating the need for ramps. When designing these pathways across entrances, it will be necessary to adjust the approaches to the defined pathway to prevent bottoming out of vehicles transversing the defined pathway.<br />
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==642.9.5 Crosswalks==<br />
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Crosswalks are a critical part of the pedestrian network. A crosswalk is defined as “the portion of a roadway designated for pedestrians to use in crossing the street” and may be either marked or unmarked. However, marked crosswalks are the most effective and are recommended where there are traffic signals. Marked crosswalks provide warning to motorists and assist pedestrians, especially pedestrians with low vision, in maneuvering across the street. Marked crossings are delineated in materials or markings that provide a visual contrast with the surface of the street and meet, at minimum, the dimensions shown on [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
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Crosswalk placement requires balancing several goals that sometimes compete. <br />
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* Curb ramps must be placed within the crosswalk. <br />
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* When a diagonal curb ramp is at an intersection, a 4 ft. x 4 ft. clear landing space is provided within the crosswalk to allow persons in wheelchairs enough room to maneuver into the desired direction while maintaining a safe distance from moving vehicles. <br />
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* The crosswalk lengths are kept to a minimum to limit the time to cross the roadway and the time people are in the crosswalk. <br />
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* Setback of crosswalks are to be kept to a minimum to reduce out-of-direction travel and to provide good sight lines between pedestrians and motorists. <br />
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In some situations, signage may be warranted in addition to a marked crosswalk. For example, at non-signalized, high speed intersections, drivers do not recognize a marked crosswalk quickly enough to react to pedestrians in the crosswalk. [[902.14 In-Roadway Lights (MUTCD Chapter 4N)|In-roadway lights]] or pedestrian crosswalk signs are treatment that may be used to increase pedestrian safety. Another case is at signalized intersections with islands and free right turns where pedestrian crosswalk signs along with the marked crosswalk remind motorists to yield to pedestrains.<br />
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[[category:642 Pedestrian Facilities|642.09]]</div>Legged1https://epg.modot.org/index.php?title=806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)&diff=51821806.8 Storm Water Pollution Prevention Plan (SWPPP)2022-09-15T15:45:32Z<p>Legged1: /* 806.8.6.3.7 Seeding and Mulching */ Per Env'l #3562</p>
<hr />
<div>==806.8.1 Introduction to the Storm Water Permit and Storm Water Pollution Prevention Plan (SWPPP)==<br />
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{|style="padding: 0.3em; margin-right:1px;margin-left:5px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="390px" align="right" <br />
|-<br />
|<center>'''[[media:806.8_SWPPP_Current_021420.pdf|Printable Version of SWPPP]]'''</center><br />
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|EPG 806.8 SWPPP presents the very latest SWPPP information, but this PDF file may be helpful for those wanting to easily print the SWPPP information. <br />
|-<br />
|-<br />
|<center>'''<sup>______________________</sup>'''</center><br />
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|<center>'''Forms and Figures'''</center><br />
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|[[media:Fig. 806.8.1 2020.docx|Fig. 806.8.1 MoDOT/Contractor Responsibility]]<br />
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|[https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]<br />
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|[[media:Fig. 806.8.2 2020.pdf|Example of completed Form 806.8.2]]<br />
|-<br />
|[[media:806.8.3.docx|Fig. 806.8.3, Examples of Erosion/Sediment Control Site Plans]]<br />
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|[[media:Fig. 806.8.9 2014.docx|Fig. 806.8.9 Example Erosion/Sediment Control Site Plans]]<br />
|-<br />
|[http://ghepg01/forms/CO/Land%20Disturbance%20Inspection%20Record%20-%20Electronic%20Version.dotx Form 806.8.10 MoDOT Land Disturbance Inspection Record]<br />
|-<br />
|[[media:806.8.14.docx|Fig. 806.8.14 Example MDNR SWPPP Evaluation Form]] <br />
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|[[media:Fig. 806.8.15.docx|Fig. 806.8.15 Imhoff Cone and Turbidity Tube Testing Procedures]]<br />
|-<br />
|[[media:806.8 Pre-Activity Meeting Form.pdf|Optional Pre-activity Meeting Form]]<br />
|-<br />
|<center>'''<sup>______________________</sup>'''</center><br />
|-<br />
|<center>'''Additional Information'''</center><br />
|-<br />
|<center>[[media:806.8 Land Disturbance Sep 2014.pdf|'''Land Disturbance Training 2014''']], a summarized refresher presentation</center><br />
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[[image:806.8.jpg|right|320px]]<br />
Provisions of the federal Clean Water Act and related state rules and regulations require stormwater permits where construction activities disturb one acre or more over the life of a project as part of a common plan or sale. MoDOT has a general State Operating Permit, obtained from the [http://www.dnr.mo.gov/ Missouri Department of Natural Resources (DNR)], that authorizes stormwater discharges from land disturbance activities associated with highway, bridge and compensatory mitigation construction as well as maintenance activities related to the upkeep of these features. The permit stipulates that MoDOT will develop a project stormwater pollution prevention plan (SWPPP) describing erosion and sediment control guidelines and install temporary and permanent erosion and sediment control measures. <br />
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Locally sponsored federal aid projects involving an acre or more of land disturbance will need to obtain their own permits and develop effective SWPPPs. In some instances cities, counties and other government entities may already possess their own State Operating Permit and, in that case, must comply with their own SWPPP. <br />
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There are instances where contractors may have to obtain their own permits for work involving borrow and excess (waste) disposal areas, and in some instances when portable plants are used. (See [[media:Fig. 806.8.1 2020.docx|Fig. 806.8.1 MoDOT/Contractor Responsibility]] for details about the permitting requirements of these scenarios.) Also, in a few rare cases, MoDOT may require contractors to obtain their own individual State Operating Permit for land disturbance activities even though the project is being constructed on MoDOT right of way. These unique situations will normally be [[:Category:139 Design - Build|design/build projects]] that are funded by MoDOT, but totally managed by the contractor. <br />
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<div id="The purpose of the SWPPP is to ensure"></div><br />
The purpose of the SWPPP is to ensure the design, implementation, management and maintenance of [[:Category:806 Pollution, Erosion and Sediment Control#806.7.3 Best Management Practices (BMP) |Best Management Practices (BMPs)]] in order to reduce the amount of sediment and other pollutants in storm water discharges associated with the land disturbance activities; comply with the [http://www.dnr.mo.gov/env/wpp/wqstandards/wq_criteria.htm Missouri Water Quality Standards], and ensure compliance with the terms and conditions of the general permit.<br />
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The following documents were used in the preparation of this SWPPP:<br />
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:*'''Best Management Practices for Erosion and Sediment Control''', (Report No. FHWA-FLP-94-005) published by the United States Department of Transportation (1995)<br />
:*'''Storm Water Management for Construction Activities: Developing Pollution Prevention Plans and Best Management Practices''', (Document number EPA 832-R-92-005) published by the United States Environmental Protection Agency (1992)<br />
:*'''Protecting Water Quality: A field guide to erosion, sediment and storm water best management practices for development sites in Missouri'''<br />
:*'''[http://www.modot.mo.gov/business/standards_and_specs/highwayspecs.htm Missouri Standard Specifications for Highway Construction]'''<br />
:*'''Missouri Department of Transportation Engineering Policy Guide<br />
:*[https://www.epa.gov/npdes/national-menu-best-management-practices-bmps-stormwater#edu '''Menu of BMPs – United States Environmental Protection Agency'''].<br />
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A typical MoDOT project involves the implementation of many documents, processes, and standard operating procedures. These various processes and procedures are of such detail that it is impossible to include in this brief summary of BMPs. Pollution from storm water can be reduced by the implementation of the BMPs, construction techniques and site management measures in this article. However, pollution from storm water will also be reduced by the issuance of change orders, letters/memos of notification, Order Records, and Contractor Performance Reports. Changes that occur as a result of directives to contractors will usually be documented by Document Records and other various products and reports produced by the computer program, AASHTOWARE Project (AWP). Lastly, a Semi-Final Inspection Report can serve to identify post-construction measures that will ensure permit compliance and water quality protection. <br />
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In addition to these contract management tools, MoDOT maintains training videos for storm water compliance as well as mandatory recertification requirements once every 4 years. All inspectors who will be engaged in storm water inspections, as well as all resident engineers and contractor’s water pollution control managers must be certified through the training video program.<br />
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==806.8.2 Site Description and Project-Specific Information==<br />
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[[media:Fig. 806.8.2 2020.pdf|Example Project-Specific SWPPP Information Form]], outlines project-specific information that is required to be completed for all MoDOT projects involving land disturbance of one acre or more or projects less than one acre that will be considered part of a common plan with offsite support activities, controlled by the contractor, that total one acre or more combined. Also required, and denoted at the bottom of Form 806.8.2, is the development of a project overview map, or maps, depicting the project location/alignment with enough detail to show waters of the United States within 1 mile of the project. These named waters of the U.S. are typically illustrated on U.S.G.S. topographic maps, and some county or city maps, as blue line streams or named impoundments, such as lakes and reservoirs, as well as tributaries to these bodies of water. Along with this information, MoDOT develops project-specific erosion and sediment control plan sheets (site maps) based on first-hand knowledge of site conditions and guidance described within this narrative SWPPP. Development of project-specific erosion and sediment control plans is described in EPG 806.8.3 Developing/Amending Project-Specific Project Plans.<br />
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==806.8.3 Developing/Amending Project-Specific Project Plans==<br />
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[[237.1 Plan Details|EPG 237.1 Plan Details]] describes the information that is to be included in all plans used by contractors to construct MoDOT projects. All projects are constructed from a set of project-specific design plans that are generated by MoDOT designers or consultants. The plans show all existing topographic features, buildings, roadways and drainages, as well as right of way limits. Within a project’s design plans are erosion and sediment control plans which serve as the site maps for projects involving one acre or more of land disturbance and some projects less than an acre when considered a common plan with contractor off-site support activities such as borrow and/or excess (waste) sites. These site maps are to be used in combination with this narrative SWPPP to manage erosion and sediment control on MoDOT projects. These plans contain sufficient information to be of practical use to contractors and site construction workers to guide the installation of BMPs in the beginning, interim and final stages of construction. Up-to-date site maps are to be on location at active MoDOT job sites when work is being performed at the site. In lieu of paper copies, site maps can be maintained in digital format and accessed by electronic devices. <br />
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Though erosion and sediment control plans are developed by MoDOT designers and/or consultants, it is highly recommended that design and construction personnel work collaboratively to develop a strategy to control erosion, sediment and stormwater for applicable projects. There should generally be two sets of erosion and sediment control plans developed for projects with one acre or more of land disturbance. One set should be developed to depict existing site topography with outfall and perimeter protection BMPs, such as sediment basins, sediment traps, Type C berms, silt fence, etc., that will need to be installed prior to starting land disturbance of the site. The second set will generally show final project grade and BMPs that are envisioned during project construction and upon completion of final grading. The location of designed BMPs will be illustrated on the plan sheets; however, the exact location of BMPs will be determined in the field by the engineer or inspector. <br />
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Contract plans shall include erosion and sediment control measures that are sufficient to protect rivers, streams, lakes, ponds, wetlands and private land adjacent to MoDOT right of way. <br />
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MoDOT site maps (erosion and sediment control plans) are to include:<br />
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:* An outline of the permitted site boundary (''all areas within the project termini on MoDOT R/W and all easements shown on the plans'');<br />
:* Location of public notification sign(s) (''if road is closed, place 2 or more signs - one at each entry point of the project accessible to the public'');<br />
:* Direction of stormwater flows;<br />
:* Areas of soil disturbance and areas that will not be disturbed;<br />
:* Location of permanent and temporary structural and non-structural BMPS;<br />
:* Locations where stabilization practices are expected to occur;<br />
:* Locations of borrow or waste sites within the permitted site;<br />
:* Location of all waters of the state (including wetlands)<br />
:* Locations were stormwater discharges to a water body, including discharge points at the perimeter of the permitted site;<br />
:* Locations were stormwater discharge to another regulated MS4;<br />
:* Areas where final stabilization has been accomplished and no further construction permit requirements apply.<br />
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Due to project phasing, all erosion and sediment control BMPs shown on project plans will not be installed until needed based on site conditions. Therefore, erosion and sediment control sheets will state that “all devices will be installed as necessary based on the discretion of project personnel.” Inspectors may create a clean set of plans, with no BMPs depicted, as a working copy for SWPPP purposes and add/remove only installed devices as long as the original erosion and sediment control plan sheets are included in the project specific SWPPP for reference. A legend will be incorporated to depict BMPs used in the site plan. BMPs should be highlighted and dated as they are installed or removed. It is important that site maps reflect BMPs that are actually on the ground at any given time, so plan sheets shall be properly updated each time BMP additions and/or removals take place on the project. Example erosion and sediment control site plans can be found in [[media:806.8.3.docx|Fig. 806.8.3, Examples of Erosion/Sediment Control Site Plans]].<br />
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The engineer shall require modifications to the erosion and sediment controls whenever the:<br />
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:* Design of the construction project has changed in a fashion that could impact the quality of stormwater discharges;<br />
:* MoDOT inspections indicate deficiencies in individual BMPs;<br />
:* MDNR/EPA notifies MoDOT of erosion and sediment control deficiencies on site;<br />
:* Erosion and sediment controls are determined to be ineffective in significantly minimizing or controlling erosion and sedimentation;<br />
:* MDNR determines violations of Water Quality Standards have occurred.<br />
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The Project-Specific SWPPP Information Form, general map, and project specific erosion and sediment control plans together comprise what is considered the project specific SWPPP. The project specific SWPPP must be kept up to date and be on site whenever work is being performed. Contractors who are responsible for installation, operation, or maintenance of any BMPs also must have an up-to-date copy of the project specific SWPPP with them while they are on the project site.<br />
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===806.8.3.1 Shoulder Addition Project Plan Development and Implementation===<br />
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Shoulder addition projects involving land disturbance of an acre or more can be particularly challenging to design, bid and implement BMPs. Design and construction personnel should collaborate to establish typical, desired BMP layouts for outfall and perimeter protection. These layouts should then be illustrated on a “Typical” erosion and sediment control plan as detailed plan sheets are not usually developed for these projects (There are a few exceptions to this when right of way acquisition or extensive grading is required). <br />
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Like other land disturbance projects of an acre or more, shoulder addition projects are required by permit to have a site map depicting the location of all installed BMPs. If a full set of plan sheets is not developed, an acceptable alternative is to develop an aerial photography site map of the project corridor at a scale of 1” = 200’, labeling named bodies of water, intersecting routes and county roads, and labeling log miles every 0.5 mile for the project (depicting tick marks every 0.1 mile is recommended for better accuracy). If full survey data was collected for the project, the log mile stationing may be set up precisely based on survey data. Full surveys are not typical for shoulder addition projects, so a “rough” log mile stationing may be set up. The aerial map shall identify approximate BMP locations to enhance communication, illustration and documentation for inspectors and contractors. The aerial sheets will not be included as part of the contract documents but will be provided as electronic deliverables.<br />
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In addition to the “typical” erosion control detail in the contract plans, designers shall provide an estimated quantity of BMPs necessary to construct the project. The estimated quantity and location of each type of BMP shall be expressed in a table on the quantity sheet included in the contract plans for contractors. <br />
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It is important to be aware that all designed BMP quantities may have to be adjusted depending on the contractor’s selected method of shoulder construction. Any expected adjustment in BMP quantities or implementation should be expressed to the prime and subcontractor, if applicable, during the erosion and sediment control discussion at the project preconstruction conference.<br />
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==806.8.4 Site Inspections and Reports==<br />
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The [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29 resident engineer] or inspector is responsible for environmental matters on MoDOT projects. As such, the engineer or inspector shall routinely inspect the installation, condition and functionality of erosion and sediment controls. Inspections will commence once land disturbance operations begin for all projects permitted by and required to comply with MoDOT’s state operating permit for land disturbance. For projects not designed to exceed one acre or are part of a common plan, if operations cause the disturbed acres to exceed one acre or more, inspections will begin once it is known the disturbance will equal one acre or more. If allowable due to right-of-way constraints, receiving streams shall be inspected for off-site sediment deposits for 50 ft. downstream of project outfalls. Inspections are only required to be conducted during the projects normal working hours, Monday through Friday. A routine inspection may be delayed until the next business day if it falls on a holiday. Routine inspections are to be conducted at a minimum frequency based on one of the following options:<br />
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:1. At least once every seven (7) days and within 48 hours after any storm event equal to or greater than a 2-year, 24-hour storm has ceased during a normal work day and within 72 hours if the event ceases during a non-work day such as a weekend or a holiday; or<br />
:2. At least once every 14 calendar days and within 24 hours of the occurrence of a storm event of 0.25 inches or greater or the occurrence of runoff from snowmelt. <br />
::a. Inspections shall be conducted within 24 hours once a storm event has produced 0.25 inches within a 24-hour period, even if the storm event is still continuing; and <br />
::b. If an event occurs over multiple days, each day the event produces 0.25 inches or more of rain, an inspection is required within 24 hours of the first day, within 24 hours of each day 0.25 inches of rain is produced, and within 24 hours after the end of the storm. <br />
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A 2-year, 24-hour storm event shall be determined for the project location using the [https://hdsc.nws.noaa.gov/hdsc/pfds/pfds_map_cont.html National Oceanic and Atmospheric Administration’s National Weather Service Atlas 14].<br />
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It is acceptable to switch between the two inspection options as long as it is documented in the project specific SWPPP prior to switching. It is not acceptable to mix weekly and post runoff requirements between the two options.<br />
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It is critical that post runoff inspections are conducted as required for the inspection frequency selected. When utilizing the 7-day weekly inspection frequency, any event that extends over multiple days without 24-hours of dry time may be considered one event. However, general observations should be made daily, especially with regard to outfall BMPs, to ensure BMPs are performing to the desired level. If rainfall or snow/ice melt does not meet the specific criteria for the inspection duration chosen, inspection reports do not need to be completed until the next required inspection interval. <br />
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Projects with areas that have undergone temporary stabilization at the same time active construction continues (example: bridge construction, overlay work, or any non-land disturbance operation) on other areas, may change their inspection frequency to once a month while stabilized. Once areas are re-disturbed, inspection frequencies shall return to either the 7-day or 14-day inspection frequency. All changes to inspection frequencies will be documented in the project specific SWPPP. <br />
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[https://www6.modot.mo.gov/StormWaterCompliance/Account/Login?ReturnUrl=/StormWaterCompliance MoDOT’s Stormwater Database] will be used for all inspections. Forms included in this database have been developed as a guide to assist the inspector with permit compliance, while also requiring a general narrative description of current site conditions observed by the inspector at the time of inspection. The inspection reports shall be certified by the inspector and the engineer. The Stormwater Database will serve as MoDOT’s official log of inspections conducted for each project. <br />
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The engineer or inspector will ensure that rainfall measurements are made for the job site and routinely monitor weather forecasts to recognize when predicted weather may threaten the construction site and when runoff has occurred. If the weather forecasts indicate storms may impact the project site, project personnel should evaluate whether or not the site has adequate BMP protection and is prepared to receive runoff and sediment. <br />
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Once inspections are complete and certified, an automatic email will be transmitted from the Stormwater Database to the engineer. Once the engineer has reviewed the inspection and it is certified, an automatic email notification of the inspection is sent to the contractor’s Water Pollution Control Manager. Any controls that are found to be improperly installed, in disrepair, or are not functioning at the desired level of effectiveness will be noted in the inspection as deficiencies. '''Any deficiencies noted shall be corrected as soon as possible but no later than 7 calendar days from the inspection date;''' however, the engineer and inspectors may require immediate attention and issue various directives by other means discussed in [[#806.8.1 Introduction to the Storm Water Permit and Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.1 Introduction to the Stormwater Permit and SWPPP]]. Directives to the contractor shall be noted in project records, which shall be available for review by DNR upon request. '''In instances where weather conditions make it impossible to correct deficiencies within 7 days, the engineer or inspector will document site conditions in the inspection reports. This documentation will include a written description and pictures illustrating the adverse conditions. As soon as weather and site conditions become favorable, corrections to deficient BMPs shall be made.'''<br />
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MoDOT provides environmental compliance training for construction site inspectors, resident engineers, designers and other personnel, including contractors and consultants, to ensure that erosion and sediment control inspections are being conducted in a consistent fashion statewide. MoDOT’s Design/Environmental Section is responsible for developing and updating the environmental compliance training. MoDOT’s Construction and Materials Division is responsible for first tier oversight audits of construction projects. The Design/Environmental Section will perform statewide second tier oversight audits to ensure that SWPPPs are being followed and there is compliance with the permit.. In cases where deficiencies are identified, the resident engineer or inspector has the responsibility to see that the deficiencies are corrected. <br />
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As part of the project inspection and compliance management process, the project’s current authorized and disturbed acreage totals shall be recorded in in the Stormwater Database before each weekly or post runoff inspection is documented. These acreage totals are used to fulfill MoDOT’s permit requirement to provide a list of statewide active land disturbance sites, one acre or more, to MDNR on a quarterly basis, every January, April, July and October. Also included within each report is the project name, location, description, primary receiving water(s), number of acres disturbed, percent completion and projected date of completion. <br />
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Primary receiving waters are named rivers, streams, lakes, etc. (e.g., Black River, Skull Lick Creek, Flat Branch, Longview Lake). If the project doesn’t drain directly to named bodies of water, the inspector should list “Unnamed Tributary”. Some urban projects will discharge to city stormwater systems. In this case, if the body of water the storm drain discharges to is unknown, simply list “Municipal Storm Sewers” and identify the entity if possible (e.g., MSD Municipal Storm Sewers).<br />
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''(Note: There are scenarios associated with the use of borrow and excess (waste) disposal areas, as well as portable plants, when the contractor may be responsible for site inspections. Please refer to Fig. 806.8.1, MoDOT/Contractor Responsibility, for inspection responsibilities in these scenarios.)'''<br />
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==806.8.5 Drainage Areas and Housekeeping==<br />
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In compliance with the Missouri Clean Water Law ([http://moga.mo.gov/statutes/C600-699/6440000051.HTM Section 644.051]), neither MoDOT nor MoDOT's contractors shall pollute any waters of the state, or place, cause, or permit to be placed any water contaminant in a location where it is reasonably certain to cause pollution of any waters of the state. To comply with this law, proper preventive measures and good housekeeping shall be maintained on job sites. Job site litter, construction debris and sanitary waste should be controlled. All litter shall be placed in appropriate containment receptacles. The use of portable toilets may be necessary to control sanitary waste in some situations. If used, these facilities shall be adequately placed and maintained so as not to cause a safety or environmental concern. If hazardous waste is generated or encountered on a job site, the MoDOT Environmental Section, (573) 526-4778, should be informed immediately to assure proper handling and compliance with environmental regulations. Also, neither MoDOT nor MoDOT's contractors shall discharge water contaminants into any waters of the state, which reduce the quality of these waters below the state's water quality standards. These water quality standards include the following ([http://sos.mo.gov/adrules/csr/current/10csr/10c20-7a.pdf MO 10 CSR 20-7]):<br />
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:'''(a)''' Waters shall be free from substances in sufficient amounts to cause the formation of putrescent, unsightly or harmful bottom deposits or prevent full maintenance of beneficial uses.<br />
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:'''(b)''' Waters shall be free from oil, scum and floating debris in sufficient amounts to be unsightly or prevent full maintenance of beneficial uses.<br />
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:'''(c)''' Waters shall be free from substances in sufficient amounts to cause unsightly color or turbidity, offensive odor or prevent full maintenance of beneficial uses.<br />
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:'''(d)''' Waters shall be free from substances or conditions in sufficient amounts to result in toxicity to human, animal or aquatic life.<br />
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:'''(e)''' Waters shall be free from physical, chemical or hydrologic changes that would impair the natural biological community.<br />
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:'''(f)''' Waters shall be free from used tires, car bodies, appliances, demolition debris, used vehicles or equipment and solid waste as defined in Missouri’s Solid Waste Law, [https://revisor.mo.gov/main/OneSection.aspx?section=260.200 Section 260.200, RSMo], except as the use of such materials is specifically permitted pursuant to Section 260.200–260.247.<br />
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MoDOT personnel or contractors hired by MoDOT shall comply with these and any other federal, state, and local laws and regulations controlling pollution of the environment. To ensure that these general criteria are met, the following guidelines will be observed:<br />
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:'''1)''' Machinery shall be kept out of the waterway as much as possible.<br />
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:'''2)''' Fuel, lubricants, debris and other water contaminants shall not be stored in areas that are subject to contact with water (such as adjacent to stream banks) or where contaminated runoff from the storage areas can enter waters.<br />
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:'''3)''' Refueling and maintenance (e.g., oil changing) of machinery shall not take place in, or directly alongside, any water body.<br />
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:'''4)''' Clearing of vegetation/trees shall be kept to the minimum required to accomplish the activity.<br />
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:'''5)''' Riparian areas and banks shall be restored to a stable condition through recontouring and revegetation of the area, as necessary, as soon as possible (normally within three working days of final contouring).<br />
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:'''6)''' Work shall be conducted during low flow whenever possible.<br />
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:'''7)''' Wetland areas shall be avoided to the extent practical.<br />
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:'''8)''' Work shall conform to all conditions that are part of the USACOE Section 404 permit and the ancillary MDNR Section 401 Water Quality Certification. <br />
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[[127.19 Section 404 Clean Water Act for Bridge Demolitions|EPG 127.19 Section 404 Clean Water Act for Bridge Demolitions]] provides a detailed explanation of the process that is followed whenever a stream or drainage channel may fall into USACOE jurisdiction.<br />
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==806.8.6 Erosion and Sediment Control [http://www.modot.mo.gov/business/standards_and_specs/DIV0800.pdf (MO Specifications Division 800)]==<br />
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Water pollution control measures shall be required of all contractors MoDOT hires. The contractor shall exercise best management practices throughout the project to control erosion and water pollution. Construction of permanent drainage facilities and other activities, which may contribute to the control of siltation, shall be accomplished at the earliest practicable time. This work shall also consist of furnishing, installing, maintaining, and removing temporary control measures as shown on the plans (see [https://www.modot.org/media/16839 Standard Plan 806.10]) or as directed by the [[:category:105 Control of Work#105.9 Authority and Duties of Resident Engineer (Sec 105.9)|engineer]]. The control of water pollution will be accomplished through the use of berms, slope drains, ditch checks, sediment basins, seeding and mulching, silt fences and other erosion and sediment control devices or methods. Pollutants such as chemicals, fuels, lubricants, bitumens, raw sewage or other harmful materials shall not be discharged from the project. No work shall be started until the erosion and sediment control timetable and methods of operation have been approved and an on-site pre-activity meeting is conducted with the contractor and the engineer or their representative.<br />
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Temporary erosion control measures shall be coordinated with permanent erosion control measures to assure economical, effective and continuous erosion and sediment control. Temporary erosion controls must be kept in place until final stabilization has been achieved. <br />
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Materials required for erosion and sediment control measures shall meet the standards of the ''Missouri Standard Specifications for Highway Construction''. <br />
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===806.8.6.1 Construction Requirements===<br />
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The goal for MoDOT land disturbance operations is to deliver the planned final product (e.g., roadway, bridge, etc.) while ensuring effective erosion, sediment and stormwater management throughout the design, construction and maintenance process to minimize the discharge of pollutants.<br />
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Permanent erosion control measures (e.g., permanent vegetation) shall be implemented into the project at the earliest practicable time in order to control erosion, reduce sediment control maintenance and improve the overall appearance of the project. Temporary erosion and sediment control measures shall be used to correct conditions that develop during construction which were not foreseen during the design stage. Temporary controls shall also be used when needed prior to installation of permanent erosion control measures or to control erosion that develops during normal construction practices.<br />
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When practical, clearing and grubbing operations shall be scheduled and performed so that border, perimeter, or outfall BMPs to control runoff from disturbed areas will be installed or marked for preservation before general site clearing. A limited amount of clearing (enough to gain access to the area) may be permissible to enable the installation of outfall and perimeter controls. Stormwater discharges from disturbed areas, which leave the site, shall pass through an appropriate sediment impoundment such as a sediment basin, sediment trap, or silt fence prior to leaving the site. The surface area of erodible earth material exposed at one time by clearing and grubbing, by excavating, by fill, or by borrow, shall be minimized to limit vulnerability of erosion and potential sediment loss from the project. The engineer may limit the total acreage of erodible earth material to be exposed at one time as determined by an analysis of project conditions. In such cases the engineer will identify specific BMPs and controls that have been or will be installed in order to exceed the specified maximum disturbed acreage threshold.<br />
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The engineer will limit the area of clearing and grubbing, excavation, borrow, and embankment operations in progress commensurate with the contractor's ability to keep the finish grading, mulching, seeding, and other erosion control measures current. Should seasonal limitations make such coordination unrealistic, temporary erosion and sediment control measures shall be implemented by the contractor as directed by the engineer.<br />
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Construction operations in rivers, streams, wetlands, and impoundments are restricted to those areas which must be entered for the construction of temporary or permanent structures. Rivers, streams, wetlands, and impoundments shall be promptly cleared of all falsework, piling, debris or other obstructions placed therein or caused by the construction operations unless otherwise approved by the engineer. <br />
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Frequent fording of live streams or wetlands with construction equipment is not permitted. Temporary bridges or other structures shall be used wherever stream crossings are necessary. All temporary fills and structures placed in streams, wetlands, or impoundments will be removed and the site returned to natural or intended contours prior to completion of construction. Unless otherwise approved, mechanized equipment shall not be operated in live streams except as may be required to construct channel changes and temporary or permanent structures. If a Section 404 permit is applicable for a project, its requirements and/or conditions shall be followed.<br />
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Site-specific BMPs above and beyond those identified within the contract plans or MoDOT standard specifications shall be discussed with the contractor at a preconstruction conference, if known, or as necessary to control erosion and minimize sediment loss throughout the life of the project. The use of alternate BMPs or methods may be acceptable, but approval of alternate practices will need to be approved by the engineer. Also, special conditions may be developed which can include limitations on the amount of surface area that can remain unprotected at one time or could include special water quality or stream protections requirements.<br />
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The location of all local material pits (other than commercially operated sources) and all excess material areas shall be subject to the approval of the engineer (material in this case refers to soil and rock). Construction operations shall be conducted and pollution control measures implemented so that erosion will not result in water pollution.<br />
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Portable concrete and asphalt plants located on MoDOT right of way can be covered under the MoDOT State Operating Permit. Any discharges from these operations must be managed by appropriate BMPs. The plant and BMPs must be depicted on the project site map within the permitted site and appropriately accounted for in the project SWPPP. Operators of portable plants that are located off of MoDOT right of way will be responsible for obtaining all appropriate permits directly from the DNR. The contractor is responsible for all costs associated with erosion and sediment control to protect plant locations, regardless if the plant is located on or off of MoDOT right of way or easements.<br />
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Borrow and excess (waste) disposal sites located on MoDOT right of way or owned by MoDOT can be covered by the MoDOT permit and SWPPP. For borrow and excess disposal activities not located on MoDOT right of way, the borrow or excess disposal operator will be responsible for obtaining all appropriate permits. (See Fig. 806.8.1 MoDOT/Contractor Responsibility for details about the permitting requirements.) <br />
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In the event of a conflict between these requirements and pollution control laws, rules, or regulations of other federal, state, or local agencies, the more restrictive laws, rules, or regulations may apply.<br />
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===806.8.6.2 Non-Structural Control Measures===<br />
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Protection of existing vegetation is an important and sometimes overlooked component of erosion and sediment control. Preserving natural vegetation in certain areas during construction serves to slow the flow of water, protect against erosion and reduce sediment transport from sheet flow. Vegetated filter strips (i.e., buffers) located along the shoulder, within the median, in MoDOT ditches, or adjacent to a body of water or wetland, serve as excellent sediment capture devices. They can be particularly effective in areas where the density of grass and other herbaceous vegetation can filter the water. In most cases, vegetative buffers are used in concert with other BMPs; however, there may be situations where vegetative filter strips can suffice as independent features. Depending on site characteristics, these areas of undisturbed right-of-way can potentially provide the same benefit to water quality as would many types of structural controls, such as silt fences, ditch checks, and sediment traps or basins. If natural or created vegetated filter strips are used, they must be located within MoDOT right of way or easement and inspected and maintained like other BMPs. Vegetation on an adjacent property cannot be used as a MoDOT BMP. During project design, site conditions and stormwater runoff analysis will determine the selection of appropriate BMPs, which may include non-structural BMPs and vegetated buffers. If during inspections, BMPs, including vegetated buffers, are determined to be ineffective or insufficient at controlling erosion or sediment transport, additional BMPs will need to be installed to effectively manage the stormwater runoff. <br />
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Preserving natural vegetative filter strips is especially important when working in proximity to surface waters, which may include, but are not limited to, rivers, streams, lakes, ponds and wetlands. When working along or adjacent to these features, MoDOT is required by its statewide land disturbance permit with MDNR to retain a minimum of a 25-foot buffer of undisturbed natural vegetation between land disturbance operations and the body of water, unless site conditions and/or limitations make the use of such a buffer infeasible. To comply with this permit requirement, when working adjacent to these waters, MoDOT should determine on a case by case basis whether preserving an existing buffer is feasible, or whether contractor or maintenance operations will require complete use of the area to facilitate work activities. Preserving natural vegetative buffers must be considered for all MoDOT projects working in proximity to surface waters; however, factors like limited right-of-way, contractor/maintenance access, and the nature of work activity (e.g., bridge and culvert installation, maintenance and repairs) are often going to make MoDOT’s use of this BMP infeasible. In these cases, contractor/maintenance activities would make use of most or all areas of right-of-way or easement, which could include work up to the edge of, or even within waters of the state. If a vegetative buffer can be preserved, it must be incorporated as a non-structural BMP and denoted on plan sheets to remain undisturbed. If use of a buffer is determined to be infeasible or not effective at managing stormwater runoff, as previously mentioned, MoDOT will install other appropriate alternative BMPs to minimize the discharge of pollutants. The choice of an alternative BMP, or combination of BMPs, will depend on site variables, but could include the use of Type C Berms, sediment basins, sediment traps, ditch checks, perimeter silt fence (including mulch berms) and the effective use of temporary or permanent seed and mulch or erosion control blankets, all described within this SWPPP, to limit erosion and any subsequent sediment transport. All BMPs, including any vegetated filter strip(s), will need to be identified, inspected and managed within the project SWPPP.<br />
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Like other BMPs, vegetated buffers should be inspected for effectiveness and maintained accordingly. Sediment deposits within vegetated buffers may be left in place or removed post construction depending on MoDOT's future plans for the area and consideration of whether there is a potential to affect water quality in adjacent surface waters. Inspectors should also consider whether it would be more destructive to the buffer to retrieve sediment deposits than to leave them. If leaving sediment deposits within vegetated buffers, it may sometimes be necessary to seed and mulch over the area, depending on the amount of sediment deposited.<br />
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Other Non-Structural BMPs such as seeding, mulching, stabilized construction entrances, flocculants and other chemical additives are discussed elsewhere in this document.<br />
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<div id="Erosion Control Measures"></div><br />
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===806.8.6.3 Erosion Control Measures===<br />
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The emphasis on MoDOT projects should be on erosion control, focusing on covering up exposed soil, preferably with permanent vegetation, rock, pavement, etc., as soon as practical in order to protect the soil surface and keep soil particles from dislodging and entering stormwater. Focusing on controlling stormwater velocity and volume is a critical element of erosion control. Best management practices (BMPs) shall be used to control stormwater volume and velocity, control stormwater discharges at outfalls, and minimize sediment loss from MoDOT right of way onto adjacent land or into streams, lakes, ponds, wetlands, drainage channels, etc.<br />
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The following described practices are commonly used erosion control BMPs that may be used individually or in combination with other practices, such as the sediment control devices discussed in [[#806.8.6.4 Sediment Control Measures|EPG 806.8.6.4 Sediment Control Measures]], to assure effective erosion control and minimize off site delivery of pollutants. Other practices that are not listed here or have not been identified or invented at the time of the preparation of this SWPPP, may be used if their performance is equivalent or better than the practices listed below.<br />
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====806.8.6.3.1 Soil Surface Roughening====<br />
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Surface roughening is a temporary erosion control BMP that will reduce runoff velocity and erosion potential by increasing infiltration and sediment trapping. This practice is intended for areas which have been cleared and grubbed and are awaiting application of temporary or permanent seed, or installation of other structural controls such as ditch checks, sediment traps, or sediment basins. The practice is NOT intended to serve as a stand-alone best management practice and is only to be used as a short-term, sequential practice as the grading and seeding proceeds.<br />
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Where backslopes are unlikely to be mowed or maintained due to steepness and lack of access, surface roughening can be a permanent measure. In these situations, seed and mulch may be applied directly to the roughened seed bed. This will aid in the establishment of vegetative cover and will minimize destructive compaction by heavy equipment. There are three common methods of surface roughening (tracking, grooving, stair stepping) that can be employed depending on the soil type, slope and potential maintenance concerns for the project.<br />
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:'''A. Tracking''' involves the use of tracked construction equipment (dozer, high lift, etc.) vertically tracking up and down slopes in order to create horizontal depressions, perpendicular to the runoff path, on the soil surface. These depressions reduce stormwater velocity and the potential for concentrated runoff, which typically leads to rill formation. Tracking can lead to significant soil compaction, which does help lock soil particles in place; however, it is also undesirable for root production and grass growth. Due to this fact, care should be taken in deciding which slopes to track. Tracking is typically recommended for sandy soils, where risk of excessive compaction is reduced.<br />
<br />
:'''B. Grooving''' involves the creation of a series of ridges and depressions that run along the contour of a slope. The grooves can be created using a variety of implements such as a disks, harrows, chisel plows, loader teeth, etc. The grooves should be no more than 3 inches deep and no more than 15 in. apart. <br />
<br />
:'''C. Stair-stepping''' involves creating stair steps to reduce runoff velocity and encourage sedimentation on steeper slopes that will not be mowed. The stairs should be cut such that the vertical step does not exceed 1 foot. The horizontal step should be longer than the vertical step and sloped inward toward the vertical step face to promote sedimentation. <br />
<br />
====806.8.6.3.2 Temporary Berms - Erosion Control====<br />
<br />
A temporary berm is a temporary ridge of compacted soil, with or without a shallow ditch, constructed at the top of slopes or transverse to centerline on fills. The purpose of these ridges is to divert storm runoff from small areas away from steep slopes and direct this water to temporary, stabilized outlets where the water can be discharged with minimum slope erosion. These ridges are used temporarily at the top of newly constructed slopes to prevent excessive erosion of the slopes until permanent controls are installed and/or the slopes are stabilized. They are also used transverse to grade to divert runoff to stabilized slope drains. Weekly (and post-runoff) inspections will be necessary to identify breeches in all temporary berms used as BMPs. <br />
<br />
'''Type B Berms''' are constructed on the top of slopes and are intended to direct runoff water away from project slopes and toward stabilized drop down structures/pipes or stormwater detention areas, sediment capture devices, etc. These temporary diversion structures are specified when embankment operations are shut down over extended periods of time. Operation and maintenance concerns are limited to ensuring that the majority of runoff water is directed into the inlet of the slope drain. Removal of Type B Berms will normally occur when base rock is installed, prior to paving, but may be used longer if necessary.<br />
<br />
====806.8.6.3.3 Temporary Pipe Slope Drains ====<br />
<br />
A temporary pipe slope drain (see [https://www.modot.org/media/16839 Standard Plan 806.10]) is used to carry water down slopes to reduce erosion and may consist of half-round pipe, metal pipe, plastic pipe, or flexible rubber pipe. These structures are installed after the slope has reached its intended elevation and final grade.<br />
<br />
The inlet end will be properly constructed to channel water into the temporary drain. The outlet ends will usually have some means of dissipating the energy of the water to reduce erosion downstream and will have a sediment control BMP or a system of sediment control BMPs to capture sediment carried within the stormwater. Where scour at the outlet is of lesser concern due to the physical characteristics of the ditch, there shall still be sediment capture devices in the ditch or drainage outlet downgrade from the slope drain outlet. Unless otherwise specified, all temporary slope drains will be removed when no longer necessary due to the slopes being stabilized or the routing of runoff down permanent letdown structures. Upon removal of temporary slope drains, the site will be restored to match the surroundings.<br />
<br />
====806.8.6.3.4 Interception Ditches and Letdown Structures (Including Roadside & Median Ditches)====<br />
<br />
Interception ditches and letdown structures are typically permanent erosion control BMPs that capture stormwater run-on or runoff and transport it down slopes through stabilized channels. These constructed channels are meant to reduce the likelihood of gully formation and allow for the establishment of permanent vegetative cover on the face of the slope. Interception ditches and letdown structures are typically constructed in a “V”, “U”, or trapezoidal shape to concentrate water flow down the center of the structure in order to minimize the risk of break over points and flanking. They are typically lined with stone (riprap), erosion control blankets, turf reinforcement mats, or other product which is self-adjusting and capable of withstanding concentrated, erosive flows. In some instances, these ditches and letdowns may be constructed as concrete or asphalt gutters; however, these types of rigid channel liners do not allow for water infiltration and often do not have built-in energy dissipation, which can exacerbate erosion at their outlets. In addition, due to their rigid nature, concrete and asphalt-lined drainage courses often undermine and experience section loss, which leads to system failure. There are alternative BMP technologies available (e.g. ShoreMax<sup>TM</sup>, ScourStop<sup>TM</sup>, Flexamat<sup>TM</sup>, etc.) that give a degree of rigidity, if desired, to help armor the channel, or a portion of the channel more susceptible to erosion, while still allowing permeability for vegetative growth and water infiltration, as well as self-adjustment to prevent system failure.<br />
<br />
Refer to [[#806.8.6.2 Non-Structural Control Measures|EPG 806.8.6.2 Non-Structural Control Measures]] for the benefits of existing or reestablished vegetation within ditches, swales and other areas of right of way.<br />
<br />
====806.8.6.3.5 Temporary Pipes and Temporary Construction Crossings====<br />
<br />
A temporary pipe is a conduit used temporarily to carry water under a haul road, silt fence, etc. As additional erosion protection, temporary pipes can also be used to collect site run-on and covey it across disturbed areas on the job. Care should be taken to ensure the outlet of the temporary pipe is stabilized and adequate energy dissipation is available so as to not cause erosion of the receiving area.<br />
<br />
Temporary pipes can also be used to convey normal and expected high flows at temporary stream crossings, preventing the contractor's equipment from coming into direct contact with the water when crossing active streams as discussed in [[#806.8.6.1 Construction Requirements|EPG 806.8.6.1 Construction Requirements]]. Any temporary structures used to facilitate construction (e.g. temporary crossings, temporary work pads) will be constructed of clean rock fill that is of sufficient size to be non-erodible under normal stream flow and also easily recoverable upon project completion. Temporary stream crossings will be sufficiently piped to allow for continuous and relatively unimpounded stream flow. The pipes will be placed to match the existing stream grade, which will allow for unimpeded aquatic life passage through the project area. Upon project completion, any temporary structure(s), including pipes and other materials, shall be completely removed and the area will be restored and stabilized. <br />
<br />
====806.8.6.3.6 Energy Dissipaters==== <br />
<br />
An energy dissipater is a physical structure that is intended to reduce the erosive energy that is typically encountered down grade from a pipe or culvert. As such, these BMPs are normally permanent. Erosive energy from intense flows may also be encountered in median ditches or road ditches. Energy dissipation may be accomplished by the installation of large boulders, wood pilings, engineered concrete structures or other means approved by the engineer, following construction of the ultimate drainage channel or device. Unlike ditch checks and sediment traps, energy dissipaters are NOT intended to impound water and sediment. Energy dissipaters must be constructed in a fashion such that the water that flows through, over or around the structure is equally distributed in the discharge channel and does not exacerbate or cause a resultant erosion problem. <br />
<br />
====806.8.6.3.7 Seeding and Mulching====<br />
=====806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 860.50] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 802])=====<br />
<br />
Temporary seeding and mulching is used to produce a quick ground cover of annual grasses to reduce erosion.. It should be used as necessary to prevent erosion and decrease reliance on costly maintenance of sediment control BMPs. For project planning purposes, it is important to understand that temporary vegetative cover will begin to lose its effectiveness within 6 to 12 months depending on site conditions. Separate pay items for Temporary Seeding and for Mulching shall be provided in all projects that include either or both of the following:<br />
<br />
:* Warm Season Seeding of areas that will be finish graded prior to Oct. 15 (for most projects, this is 100% of the areas to be seeded with warm season grasses).<br />
:* Staged construction that requires an area to be graded and then re-graded later (e.g. temporary by-passes, temporary slopes, etc.).<br />
<br />
Disturbed areas shall be seeded and mulched when and where necessary to eliminate erosion or establish temporary stabilization in areas for warm season grasses when outside the planting season. In designated areas, seeding and mulching shall begin no later than 7 days after earthwork operations have ceased and shall be completed within 14 days (7 days on slopes steeper than 3:1 or greater than 3% and longer than 150 feet), weather permitting. Projects planned over multiple years shall stabilize disturbed areas, with the exception of the road grade itself, during the fall to prevent erosion. If final grade has been achieved, this operation should consist of establishing permanent vegetation in areas where planting is in season.<br />
<br />
=====806.8.6.3.7.2 Permanent Seeding and Mulching (MO Specifications [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 802])=====<br />
<br />
Permanent seeding and mulching following the temporary seeding will be performed. It is important to remember that temporary seeding and mulching can be used to cover up bare soil during times that are not conducive to applying permanent seeding. Then, when conditions are more suitable for permanent seeding, it can be applied over/through the temporary seeding stubble. <br />
<br />
Any revisions or deviations from contract seed mixtures and applications must be approved by the Roadside Section of MoDOT’s [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
====806.8.6.3.8 Fiber Reinforced Matrix (FRM)====<br />
<br />
Fiber Reinforced Matrix (FRM) is a hydraulically applied (spray-on) erosion control product that bonds to, and blankets bare soil. It is typically applied with a truck or trailer mounted sprayer or by walking the affected areas with a hose sprayer. According to manufacturers, FRMs lock in moisture and nutrients to promote seed germination. Since these products are applied through spray-on application, they can conform to the contours of a slope and therefore can be applied to rough seedbeds. These products can be applied to most soil types on a wide range of slope configurations and can be used in place of any of the erosion control blankets (ECBs) discussed in [[#806.8.6.3.9 Erosion Control Blankets and Turf Reinforcement Mats|EPG 806.8.6.3.9 Erosion Control Blankets and Turf Reinforcement Mats]], below. However, considerations must be given to soil type, slope and weight of the material when considering using an FRM. These products are only to be used as slope protection, and are not designed to withstand concentrated flows within ditches, drainages or streams.<br />
<br />
====806.8.6.3.9 Erosion Control Blankets and Turf Reinforcement Mats====<br />
<br />
Erosion control blankets (ECBs) and turf reinforcement mats (TRMs) are designed to protect and reinforce vegetation from erosive forces until it can become established, or in the case of TRMs, in perpetuity. ECBs and TRMs are typically manufactured with straw, wood fiber (excelsior), jute, coconut coir fiber and synthetic materials or combinations of these materials. <br />
<br />
ECBs are typically used to prevent sheet, rill, or gully erosion on slopes and some lower flow channels. TRMs may be used on steep slopes or slope areas with concentrated flow but are typically used in channels. Since ECBs have a limited life expectancy (longevity) they are considered to be "temporary" erosion control measures; however, most TRMs are composed of interwoven layers of geosynthetic materials such as polypropylene, nylon and PVC netting, which protects from both bio and photodegradation and allows for permanent vegetative reinforcement. At culvert outlets, overflow structures or transition areas, it may be necessary to use a transition mat (e.g., ScourStop™, ShoreMax™, etc.) directly over the TRM in order to add additional scour protection in these highly erosive areas.<br />
<br />
===806.8.6.4 Sediment Control Measures===<br />
<br />
As previously stated, the emphasis on MoDOT projects should be erosion control, focusing on covering up exposed soil, preferably with permanent vegetation, rock, pavement, etc., as soon as practicable in order to protect the soil surface and keep soil particles from dislodging and entering stormwater. While erosion control should be the primary focus, it is important to back up erosion control efforts with appropriate and effective sediment control. Sediment control is most effective when incorporating a system of structural BMPs (treatment train) and focusing efforts on combatting sediment as close to its source as possible. <br />
<br />
Understanding soil types is important when designing and implementing sediment control BMPs. Sand and silt consist of larger particle sizes that will fall out of suspension in stormwater more readily than clays. Clay particles are very fine and tend to stay in suspension for significant periods of time. Traditional sediment control BMPs, such as silt fence and ditch checks, are most effective at removing sand and silt from suspension. Larger impounding BMPs, such as sediment basins and sediment traps, are also effective at removing sand and silt, but can be effective at removing clay, due to prolonged impoundment. Even these impoundments may not successfully remove clay particles from suspension. In these situations, it may be necessary to include flocculants within a BMP system to remove excessive clay from stormwater prior to discharge from the project site. Flocculants are discussed in more detail in [[#806.8.13 Turbidity Reduction and Advanced Treatment Systems|EPG 806.8.13 Turbidity Reduction and Advanced Treatment Systems]].<br />
<br />
The following sediment control measures should be used in combination with erosion control practices to control sediment movement and prevent or minimize the discharge of pollutants from MoDOT projects. <br />
<br />
====806.8.6.4.1 Sediment Basin====<br />
<br />
A sediment basin is a large sediment capturing device that can be constructed through excavation, or by constructing a dam across a low drainage swale to trap and store water and sediment that may not be caught by upgrade erosion and sediment control measures. Sediment basins can be temporary or permanent. Both permanent and temporary basins should be constructed with defined side slopes and rock riprap placed in inlet and outlet areas. (Refer to [https://www.modot.org/media/16839 Standard Plan 806.10].) <br />
<br />
The location of sediment basins will be shown on the plans. Sediment basins should be designed to a sufficient size to contain a volume of at least a local 2-year, 24-hour storm. Where the use of a sediment basin of sufficient size as described above is impractical similarly effective BMPs or BMP systems will be incorporated, such as sediment traps, ditch checks, type C berms, etc., and the use of appropriate erosion control items to cover up exposed soil. An explanation for selecting these similarly effective BMPs instead of a basin will be documented in the project SWPPP. <br />
<br />
Maintenance (sediment removal) will be conducted before the basin is 50 percent full. Accumulated sediment removed from sediment basins shall be disposed of in locations where it will not erode into construction areas or waters of the state. <br />
<br />
====806.8.6.4.2 Sediment Trap ====<br />
<br />
A sediment trap is a temporary sediment collection structure that is used for sediment control purposes. If properly maintained, the life expectancy of these structures can be approximately 2 years. (See [https://www.modot.org/media/16839 Standard Plan 806.10].)<br />
<br />
The location of sediment traps will be shown on the site plans. Accumulated sediment shall be removed from the trap when sediment has accumulated to 1/2 the height of the structure, or if an excavated pit, 1/2 of the original depth. Accumulated sediment removed from the sediment traps shall be disposed of in locations where sediment will not erode into construction areas or waters of the state. Discharges from the sediment trap shall not cause scouring of the receiving area or banks or bottom of the receiving stream. <br />
<br />
====806.8.6.4.3 Ditch Checks====<br />
<br />
Ditch checks are also considered as erosion control measures.<br />
<br />
MoDOT has two categories of ditch checks: rock and alternate ditch checks. Ditch checks should be installed as soon as practical to minimize erosion and control sedimentation. Initial placement of ditch checks, prior to final ditch grade, should focus on stormwater runoff control and drainage structure protection. Once ditch grading operations have achieved final grade, controls shall be installed as directed by the engineer. <br />
<br />
'''Rock Ditch Checks''' are the predominant ditch check to be used on MoDOT projects. Rock ditch checks can be specified in most drainage areas where ditch slopes are 10 percent or less, and where expected ditch flow volumes and velocities are high. For scenarios that exceed the criteria established above, a combination of rock ditch checks and erosion control blankets (ECBs) or turf reinforcement mats (TRMs) should be used. ''(Note: ECBs or TRMs may be designed into and used in any ditch or drainage regardless of the criteria outlined in this article.)'' <br />
<br />
Rock ditch checks will typically be constructed of rock with a predominant size between 4 in. and 12 in., but this size may be adjusted to incorporate larger sizes if site conditions warrant. They will have a minimum effective height of 18 in. as measured in the field (see [https://www.modot.org/media/16839 Standard Plan 806.10]). In areas of clay soils, where additional filtration may be needed, the upgrade face of the check can be capped with smaller stone, filter fabric or another approved filtering media. In some cases, it may also be necessary to place a section of ECB or geotextile beneath the rock ditch check and extending downgrade of the structure to prevent the rock from settling into the soil beneath and/or protect from downstream scour within the ditch line. <br />
<br />
'''Alternate Ditch Checks''' should be considered as an alternate to rock ditch checks in areas where there are safety concerns for the traveling public or other constraints where there would be concern with installing rock. These devices can typically be used in smaller drainage areas (generally 3 acres or less), with ditch slopes of 4 percent or less, and where expected ditch flow volumes and velocities are small (see [https://www.modot.org/media/16839 Standard Plan 806.10]). These thresholds may be exceeded at the approval of the engineer. <br />
<br />
Alternate ditch checks should have an effective height of at least 9 in. as measured in the field and should be installed in accordance with the manufacturer’s recommendations or as outlined in this SWPPP.<br />
<br />
Alternate Ditch Checks can include the following or other engineer approved devices:<br />
<br />
::Triangular Silt Dike<sup>®</sup><br />
::EnviroBerm<sup>®</sup> Porous Sediment Control System (In combo with ECB or TRM)<br />
::GeoRidge/GeoRidge Biodegradable (Nilex) (In combo with ECB or TRM)<br />
::Compost Filter Berms (1'(H) x 2'(W)) (Covered with biodegradable ECB/TRM)<br />
::Sand Bags<br />
::Fiber Rolls, Sediment Logs, Compost Filter Socks – staked and > 9” effective height and must be used in combination with ECBs or TRMs as a channel liner beneath, unless used in a ditch with sufficient existing vegetative cover to prevent erosion. <br />
<br />
::'''(Important: Straw wattles, straw bales and geotextile silt fence are not acceptable as a ditch check BMP.)'''<br />
<br />
Each type of ditch check (particularly the tubular/cylindrical/triangular products) will have specific directions for installation. In all cases care shall be exercised to install the device according to manufacturer specifications. Effectiveness may be compromised if not installed correctly.<br />
<br />
Ditch checks shall be placed and constructed according to Standard Plan 806.10 which shows the spacing for ditch checks. The estimate of the required number of ditch checks is based on an effective height of 9 in. or 18 inches. In some cases, local conditions may dictate some deviation from the dimensions and shape that are shown in the Standard Plans; however, deviations from Standard Plans must still ensure that sediment capture and erosion control is occurring. <br />
<br />
Ditch checks shall remain in place until the engineer directs that they be removed once adequate stabilization (vegetative cover, rock, concrete, etc.) upgrade of the structures has been achieved in accordance with the permit. Upon removal, the contractor shall remove and dispose of any excess silt accumulations, grade and dress the area to the satisfaction of the engineer, and establish stabilization on all bare areas. <br />
<br />
Maintenance (sediment removal) will be conducted on a ditch check before the check is 50 percent full.<br />
<br />
====806.8.6.4.4 Silt Fence (MO Specifications [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 624] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 1011])====<br />
<br />
Use of a silt fence consists of furnishing, installing, maintaining, and removing a geotextile barrier fence designed to remove suspended particles from water passing through the fence. Silt fence is a temporary sediment control measure to control sheet flow along the edge of the right of way where runoff attempts to leave the project onto an adjacent property or into an adjacent body of water or wetland. Silt fence must never be used in concentrated flow to cross a ditch, stream or drainage channel, and in no case installed downgrade from a pipe or culvert. <br />
<br />
As a general rule, geotextile silt fence, especially non-wire reinforced geotextile silt fence, should not be used as inlet protection, particularly around culvert and drop inlets where high volume, concentrated flows are expected, except in the instance described in [[#806.8.6.4.6 Inlet Controls|EPG 806.8.6.4.6 Inlet Controls]]. <br />
<br />
Post spacing shall not exceed 5 ft. for geotextile silt fence installations. Posts shall be driven a minimum of 24 in. into the ground. Where rock is encountered, posts shall be installed in a manner approved by the engineer, or an alternative BMP may be selected. Closer spacing, greater embedment depth and/or wider posts shall be used as necessary in low areas and soft or swampy ground to ensure adequate resistance to applied loads. In low swales, where concentrated flows may form, consider using a ditch check or sediment trap in lieu of silt fence. If heavy sediment or runoff loading is expected against the silt fence, the use of metal “T” posts should be considered in lieu of wooden post stakes.<br />
<br />
When silt fence is used as a perimeter sediment control device it will generally be installed at the time of clearing and grubbing, and must be maintained for as long as necessary to contain sediment from runoff. <br />
<br />
Sediment deposits shall be removed and disposed of when the deposit approaches 1/2 the height of the fence or sooner. If required by heavy sediment loading, a second silt fence shall be installed as directed by the engineer. <br />
<br />
The silt fence shall remain in place until areas that drain to the fencing are stabilized in accordance with the permit and the engineer directs that it be removed. Upon removal, the contractor shall remove and dispose of any excess silt accumulations, grade and dress the area to the satisfaction of the engineer, and establish vegetation on all bare areas. Biodegradable silt fence (such as some of the example products listed below) need not be removed unless directed by the engineer. <br />
<br />
At the discretion of the engineer the following product examples or other approved BMPs, such as mulch berms, may be substituted for perimeter geotextile silt fence. These devices should be installed in accordance with manufacturer recommendations. In the case of the wattles, socks and log devices, if practical and possible, a cradle trench should be created to lay the product in to ensure proper contact with the ground surface. This may not be appropriate if installing these devices in areas with existing grass cover, such as yards, or in areas with shallow utilities or bedrock beneath. Even so, care should be taken to ensure flush contact with the ground surface. Thought should also be put into product choice based on expected longevity, as some devices listed below will decompose or break down more quickly than others, and may require replacement or multiple replacements during the life of a job. In general, perimeter silt fence installations should have a minimum 9” in effective height, as measured in the field, unless site conditions warrant a higher or lower effective height.<br />
<br />
Example Products:<br />
::Sediment STOP <br />
::Terra-Tubes <br />
::Sediment Logs, Wattles<br />
::Compost Filter Socks/Berms<br />
::Triangular Silt Dike<br />
<br />
====806.8.6.4.5 Rock/Mesh Sediment Control Fence and Inlet Protection Device==== <br />
<br />
In situations when higher velocity stormwater flows are expected around the perimeter of a construction site, a rock/mesh sediment control fence should be installed in lieu of geotextile or other silt fence applications. This device is constructed using a 4 ft. wire mesh (hardware cloth – 24 gauge, ¼ in. openings) folded in half to form a 90° angle. This mesh is then wired to, and supported by 5 ft. metal “T” posts spaced 3 ft. apart and driven approximately 2 ft. into the ground. Lastly, a layer of grade 4 or grade 5 aggregate for drainage ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1009]) is placed against the mesh, with a minimum height of 12 in., but preferably 18 inches. (Refer to [https://www.modot.org/media/16839 Standard Plan 806.10].)<br />
<br />
This same device can be modified for use around drop inlets, creating a closed ring or box around the inlet opening using the same installation guidelines outlined above.<br />
<br />
The rock/mesh sediment control fence shall remain in place until areas that drain to the fencing are stabilized and the engineer directs that it be removed. Upon removal, the contractor shall remove and dispose of any excess sediment accumulations, grade and dress the area to the satisfaction of the engineer, and establish vegetation on all bare areas. <br />
<br />
====806.8.6.4.6 Inlet Controls====<br />
<br />
Storm drain (culvert, drop or curb) inlet protection measures prevent soil and debris from entering storm drain inlets. Temporary inlet protection is implemented at existing inlets prior to land disturbance, and new inlets are to be protected as they are put into service. Effective storm drain inlet protection must be provided throughout the project for all inlets susceptible to receiving sediment until all sources with potential for discharging to an inlet have been stabilized. At that time inlet controls can be removed. <br />
<br />
The following types of items are generally considered for use as inlet protection:<br />
<br />
Curb Inlet Protection:<br />
<br />
::* Sand Bags/Rock Socks<br />
::* Wattles/Compost Filter Socks/Fiber Rolls/Sediment Logs, etc.<br />
::* Various Filter Devices and Inserts (e.g., but not limited to, FLEXSTORM Inlet Filters, Silt Saver Inlet Filter, Big Red Curb Inlet Protector and Dandy Products)<br />
::* Wood, Steel or Other Barricades<br />
<br />
Drop or Pipe/Box Inlet Protection (Shall have a minimum 9 in. effective height):<br />
<br />
::* Rock/Mesh Inlet Check (NEW – see [[#806.8.6.4.5 Rock/Mesh Sediment Control Fence and Inlet Protection Device|EPG 806.8.6.4.5 Rock/Mesh Sediment Control Fence and Inlet Protection Device]])<br />
::* Rock Ditch Checks<br />
::* Triangular Silt Dike®<br />
::* Sand Bags<br />
::* Various Filter Devices (e.g., but not limited to, Silt Saver Inlet Filter, Big Red Area Inlet Protector and Dandy Products)<br />
::* Wood (CBST, as discussed in [[#806.8.6.4.2 Sediment Trap|EPG 806.8.6.4.2 Sediment Trap]]), Steel or Other Barricades<br />
<br />
::''(Note: Item selection may vary depending on the type and design of inlet to be protected and careful consideration should be made with inlet protection to ensure any impounded water will not flood streets, buildings, homes, etc..)''<br />
<br />
As a general rule, geotextile silt fence, especially non-reinforced geotextile silt fence, should not be used as inlet protection, particularly around culvert and drop inlets where high volume, concentrated flows are expected. An exception to this is if a constructed wood or steel frame is erected around the inlet and this frame is then wrapped with geotextile material. In this application, it is recommended for additional support and protection that wire reinforcement be wrapped around the frame and then the geotextile applied over the wire.<br />
<br />
Each type of inlet control device (particularly the tubular/cylindrical/triangular products) will have specific directions for installation. In all cases care shall be exercised so as to install the device according to [https://www.modot.org/media/16839 Standard Plan 806.10] or the manufacturer's specifications. Effectiveness may be compromised if not installed correctly.<br />
<br />
During construction, elevated curb inlets and median inlets, as well as excavations around inlets, may serve as "riser pipes" as long as they are sufficiently higher (approximately 9 in. or more) than the existing grade. Sediment that accumulates at the base of the riser pipe following stormwater events shall be removed when it reaches 1/2 of the original height of the riser pipe. Once the desired grade has been achieved and the inlet becomes flush to that grade, subsequent inlet protection is required.<br />
<br />
====806.8.6.4.7 Temporary Berms — Sediment Control====<br />
<br />
Type C berms are specified at the toes of spill slopes around bridge construction operations and will usually be constructed to the specified dimension (see [https://www.modot.org/media/16839 Standard Plan 806.10]). However, dimensions may deviate from those shown on the standard drawings based on site limitations. A straw layer, erosion control blanket, or geotextile is typically required on the upgrade side of the Type C berm to improve stormwater filtration. This additional filtration layer may be removed if the character of the rock material is sufficient to minimize sediment loss from the project. In certain construction operations, Type C berms may be used as perimeter protection where significant stormwater flows and/or sediment loading is expected, which would overwhelm silt fence applications. Installation will generally precede land disturbance activities, unless some clearing is necessary in order to gain access to the site. Type C berms are typically temporary, but may be permanent depending on the ultimate desired use of the right of way beneath the bridge. If the Type C Berm is removed, material may be used for bank stabilization, or other construction use. Bank stabilization will be in accordance with the Section 404 permit. <br />
<br />
====806.8.6.4.8 Compost Filter Devices====<br />
<br />
Two categories of compost filter devices are used as erosion and sediment control BMPs on MoDOT projects: compost filter socks/ logs and compost filter berms. ''(Note: Compost can also be used as a soil amendment and sometimes as a mulch to enhance vegetative establishment.)''<br />
<br />
'''Compost Filter Socks''' consist of compost filter media (compost, or non-treated wood) encased within a three-dimensional fabric tube for purposes of erosion, sediment and pollution control. Compost filter socks are typically used for perimeter protection and are an acceptable alternative to geotextile and other silt fence applications described in [[#806.8.6.4.4 Silt Fence (MO Specifications Sec 624 and 1011)|EPG 806.8.6.4.4 Silt Fence]]. Compost filter socks are also acceptable alternate ditch checks as described in [[#806.8.6.4.3 Ditch Checks|EPG 806.8.6.4.3 Ditch Checks]]. Specified effective height, as measured in the field, shall apply for both silt fence and ditch check applications. Compost filter socks shall be installed according to the manufacturer’s specifications or [https://www.modot.org/media/16839 Standard Plan 806.10], including ground preparation and staking requirements. Though compost filter socks are commonly used for perimeter protection and alternate ditch checks, other uses may include: curb and drain inlet protection; slope interruption; protection along the toe of stream and channel banks; on compacted and frozen soils, or pavement where trenching is difficult or impossible; and around sensitive resources where trenching may disturb the resource. <br />
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Sediment shall be removed once it has accumulated to one-half the original height of the sock. Compost filter sock shall be replaced whenever it has deteriorated to such an extent that the effectiveness of sock is reduced. Compost filter socks shall remain in place until disturbed areas draining to the devices have been permanently stabilized in accordance with the permit. Upon removal of compost filter socks, the wooden stakes should be pulled and the biodegradable netting cut to encourage more rapid degradation. If the netting is non-biodegradable, the netting shall be cut and removed along with the stakes, but the compost filling may be left to further decompose and act as a soil amendment.<br />
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Compost or non-treated wood used for compost filter sock filter media (filler material) shall be weed, disease, and pathogen free and derived from a clean source of woody organic matter. Compost shall be produced using an aerobic composting process meeting CFR 503 regulations including time and temperature data. The filler material shall be free of any refuse, contaminants or other materials toxic to plant growth. Test methods for the items below should follow U.S. Composting Council Test Methods for the Examination of Composting and Compost guidelines for laboratory procedures:<br />
<br />
:* pH – 5.0-8.0 in accordance with TMECC 04.11-A, “Electrometric pH Determinations for Compost”<br />
:* Particle size – 99% passing a 2 in. (50mm) sieve and a maximum of 40% passing a 3/8 in. (9.5mm) sieve, in accordance with TMECC 02.02-B, “Sample Sieving for Aggregate Size Classification”. ''(Note- In the field, product commonly is between ½ in. [12.5mm] and 2 in. [50mm] particle size.)''<br />
:* Moisture content of less than 60% in accordance with standardized test methods for moisture determination.<br />
:* Bulk density shall be a minimum of 14 lbs/cu ft (dry weight)<br />
:* Material shall be relatively free (<1% by dry weight) of inert or foreign man-made materials.<br />
:* The engineer may request a sample for approval prior to being used and must comply with all local, state and federal regulations.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"|Compost Filter Sock Fabric Specifications<br />
|-<br />
!style="background:#BEBEBE"|Material Type !!style="background:#BEBEBE"|5 mil HDPE !!style="background:#BEBEBE"|5 mil HDPE !!style="background:#BEBEBE"|Multi-Filament Polypropylene (MFPP)!!style="background:#BEBEBE"|Heavy Duty Multi-Filament Polypropylene (HDMFPP)<br />
|-<br />
|Material Characteristics||Photo-degradable||Bio-degradable||Photo-degradable|| Photo-degradable<br />
|-<br />
|rowspan="5"|Sock Diameters ||8”||8”||8”||8”<br />
|-<br />
|12”||12”||12”||12”<br />
|-<br />
|18”||18”||18”||18”<br />
|-<br />
|24”||24”||24”||24”<br />
|-<br />
|32”||32”||32”||32”<br />
|-<br />
|Mesh Opening|| 1/8” - 3/8”|| 1/8” - 3/8”|| 1/8” - 3/8”|| 1/8” - 3/8”<br />
|-<br />
|Tensile Strength||26 psi||26 psi||44 psi||202 psi<br />
|-<br />
|Ultraviolet Stability % Original Strength (ASTM G-155) ||23% at 1000 hr.|| - ||100% at 1000 hr.||100% at 1000 hr.<br />
|-<br />
|Minimum Functional Longevity||9 months||6 months||1 year ||2 years<br />
|-<br />
|colspan="5" align="left"|Note: All materials must be knitted. Extruded materials not permitted.<br />
|}<br />
<br />
</center><br />
'''Compost Filter Berms''' are temporary barriers of compost placed along the perimeter of a site, or at intervals along a slope, to control erosion and capture sediment from sheet flow. A filter berm can also be used as a check dam in small drainage ditches as described in [[#806.8.6.4.3 Ditch Checks|EPG 806.8.6.4.3 Ditch Checks]]. Loose applied compost berms (i.e., mounded compost) should be anchored in place (covered) with ECB for stability. To anchor the compost effectively, place the ECB first and then install the compost along and atop the downgrade edge of the ECB and wrap the ECB over the compost in the direction of flow and anchor with staples or an equivalent. <br />
<br />
Composts used in filter berms are made from a variety of feedstocks, including municipal yard trimmings, food residuals, separated municipal solid waste, biosolids, wood chips and manure.<br />
<br />
Compost filter berms can be used in place of traditional sediment and erosion control tools such as geotextile silt fence. As such these berms can be installed at the time of clearing and grubbing, or as needed throughout the construction process, and will remain in place until the site is stabilized. Sediment shall be removed once it has accumulated to one-half the original height of the berm. <br />
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Post-construction removal is not required because the compost and ECB are biodegradable. However, unvegetated berms are often broken down once construction is complete and the compost is sometimes spread around the site as a soil amendment or mulch.<br />
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====806.8.6.4.9 Mulch Berms ====<br />
<br />
The use of shredded or chipped mulch for berms or temporary groundcover is an acceptable reuse of cleared trees and brush from MoDOT projects. Mulch berms are used for perimeter protection and are an acceptable alternative to geotextile and other silt fence applications described in [[#806.8.6.4.4 Silt Fence (MO Specifications Sec 624 and 1011)|EPG 806.8.6.4.4 Silt Fence]]. As such, these devices are used to filter sheet flow and are not appropriate in ditches, drainage channels or other areas of concentrated flow.<br />
<br />
Mulch berms are most effective when piled to a height of at least two feet, preferably installed in existing vegetation, outside of, or at the edge of project clearing limits, so that a buffer of undisturbed soil and vegetation remains on both sides of the berm. Mulch berms will generally be installed at the time of clearing and grubbing, and must be maintained for as long as necessary to contain sediment from runoff. Mulch berms should be installed on the contour when possible to prevent overtopping or overloading at single points. <br />
<br />
Where deficiencies are identified as a result of stormwater inspections, additional mulch, or another appropriate BMP shall be installed as approved or directed by the engineer. <br />
<br />
Sediment deposits shall be removed and disposed of when the deposit approaches 1/2 the height of the berm or sooner. A mulch berm shall remain in place until areas that drain to the structure are stabilized in accordance with the permit and the engineer directs that it be removed. Upon removal, the contractor shall remove and dispose of any excess silt accumulations, grade and dress the area to the satisfaction of the engineer, and establish vegetation on all bare areas. <br />
<br />
Mulch is biodegradable and need not be removed, unless directed by the engineer. Though not required to be removed, piled mulch should be knocked down and dispersed into a thin layer of ground cover, which will aide in the breakdown of the material.<br />
<br />
====806.8.6.4.10 Brush Pile Checks/Barriers====<br />
<br />
Brush pile checks or barriers are considered be temporary BMPs that can be effective during clearing and grubbing operations. Piled and compressed tree tops, limbs, stumps and other vegetation, when placed in a ''' non-jurisdictional ''' drainage swale or around the perimeter of a land disturbance site, can effectively impound gravel, soil and other eroded materials. Brush pile checks are not appropriate for use in jurisdictional (Section 404 of the Clean Water Act) bodies of water. <br />
<br />
To be effective, brush piles should be compressed tight to the ground by clearing equipment at the time of installation so there is no void beneath. Brush checks and barriers are only intended to operate as stand-alone BMPs for a very short time period during initial clearing and grubbing, and should be bolstered by the installation of additional supportive measures upgrade or downgrade of the structures, such as sediment basins, sediment traps, ditch checks, etc., as soon as practicable. When these other devices are installed, the brush check/barrier may be left in place as additional filtration, if permissible, or removed.<br />
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====806.8.6.4.11 Straw Bales (MO Specifications [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 802)]====<br />
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Bales of straw are no longer acceptable sediment control BMPs on MoDOT projects and will not be used as such. Straw is acceptable as mulch when applying temporary ground cover or establishing permanent vegetative cover. Straw used as ground cover is required to be embedded or tackified per Section 802 of the Missouri Standard Specification for Highway Construction. <br />
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Straw bales are an acceptable practice used to control concrete diamond grinding residue that is discharged onto MoDOT right of way due solely to the short duration of the discharge as described in [[#806.8.11 Diamond Grinding and Other Surface Treatments|EPG 806.8.11 Diamond Grinding and Other Surface Treatments]]. During concrete diamond grinding operations, the straw bales are typically used in concert with other BMPs, including non-structural BMPs such as existing vegetation.<br />
<br />
In these situations, bales of straw can be installed as ditch checks and used as a temporary means of controlling pollution by obstructing the flow of the slurry and allowing deposition of the fine cement particles. The bales should be properly staked and extend far enough up the inslope and backslope to sufficiently impound the discharge slurry. The integrity of straw bales must be maintained for as long as they are necessary to contain the slurry. When no longer necessary to control pollution, the bales and other temporary BMPs associated with diamond grinding operations should be removed.<br />
<br />
==806.8.7 Disturbed Areas==<br />
<br />
Project plans that are discussed in [[#806.8.2 Site Description and Project-Specific Information|EPG 806.8.2 Site Description]] and [[#806.8.3 Developing/Amending Project-Specific Project Plans|EPG 806.8.3 Developing/Amending Project-Specific Project Plans]] will identify those areas that will be cleared and graded as part of the highway development project. The plans will also identify areas that are not to be disturbed. Both disturbance and do not disturb areas are generally staked in the field. <br />
<br />
On areas of the site where soil disturbing activities will cease and are not planned to resume for a period exceeding 14 calendar days, interim stabilization must be initiated no later than 7 calendar days upon knowing of the 14-day cessation, and must be completed within 14 calendar days of the ceased operation. On portions of the project where slopes are greater than 3:1 (1V:3H), or greater than 3% and longer than 150 ft., all interim stabilization must be completed within 7 days of ceasing operations. Interim stabilization may include, but is not limited to the installation of sediment basins, sediment traps, ditch checks, sediment fences, and mulch; however, the preferred method of stabilization is seed and mulch. <br />
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All disturbed areas should be seeded and mulched or otherwise stabilized when and where necessary to eliminate erosion. Seeding and/or mulching shall be done as soon as possible after completion of the earthwork and preparation of the seedbed, weather permitting. <br />
<br />
Whenever clearing, grading, excavating or other earth disturbing activities have permanently ceased on a portion of the site, final stabilization must be initiated no later than 7 calendar days after ceasing operations and must be completed within 14 calendar days of the ceased grading of the site or portion of the site. Final stabilization can be achieved by covering disturbed areas with pavement, buildings or other structures, perennial vegetation or non-erodible materials such as adequately sized rock placed in its final configuration. With respect to areas that have been seeded, vegetation cover must be at least 70% perennial plant density with uniform coverage over 100% of the disturbed area. <br />
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For the purposes of this section, allowances to the 14-day completion period for temporary and permanent stabilization may be made due to inclement weather or adverse site conditions. If used, these allowances must be properly documented in the project SWPPP and shall include pictures.<br />
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The following types of activities will constitute initiation of stabilization (this list is not exhaustive):<br />
<br />
:* Prepping the soil for vegetative or non-vegetative stabilization<br />
:* Applying mulch or other non-vegetative product to the exposed area<br />
:* Seeding or planting the exposed area<br />
:* Starting any of the above activities on a portion of the area to be stabilized, but not on the entire area<br />
:* Finalizing arrangements to have stabilization product fully installed in compliance with the applicable deadline for completing stabilization<br />
<br />
==806.8.8 Installation and Removal==<br />
<br />
The contractor shall be required to incorporate all permanent erosion control measures into the project at the earliest practicable time. As stated in [[#806.8.6.1 Construction Requirements|EPG 806.8.6.1 Construction Requirements]], when practical, border, perimeter or outfall BMPs to control runoff from disturbed areas shall be installed or marked for preservation before general site clearing. A limited amount of clearing may be permissible to enable the installation of outfall and perimeter controls. Stormwater discharges from disturbed areas, which leave the site, shall pass through an appropriate impediment prior to leaving the site. It may be necessary to install additional control measures during construction which were not foreseen during the design stage. Temporary controls shall also be used when needed prior to installation of permanent erosion control measures to control erosion that develops during normal construction practices.<br />
<br />
Temporary BMPs should be removed from the project when areas they are protecting have achieved final stabilization in accordance with the permit. Oftentimes engineers and/or contractors may desire to leave all temporary BMPs in place until project completion and then have one mass removal. Though this practice is not ideal due to increased vulnerability, it is acceptable if the BMPs are continuously inspected and maintained in accordance with the permit until their removal. Also, if the engineer determines that some BMPs shall remain in place for a period of time after the job is closed out; arrangements will be made to remove BMPs with MoDOT forces once they are no longer necessary.<br />
<br />
==806.8.9 Dewatering==<br />
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Dewatering of ponds, lakes, coffer dams, pits or excavations associated with construction shall be discussed at the preconstruction conference, and articulated in a written plan, which will outline a method for properly treating the water before it can re-enter a river, stream, pond, lake, wetland, etc. This plan may be amended at any time if changes are necessary. <br />
<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 107.10.2] requires a dike or appropriate barrier to be placed between the excavation and the stream to prevent sediment from reaching the watercourse. The structural BMPs that are identified in [[#806.8.6.4 Sediment Control Measures|EPG 806.8.6.4 Sediment Control Measures]] are usually sufficient to remove sediment and similar pollutants prior to discharge of return water. Land application of the discharge water is a viable option when percolation into the subsurface results; however, caution shall be used to ensure that water discharge does not cause the formation of gullies in cases where pumping exceeds percolation.<br />
<br />
Discharges from dewatering activities shall be managed by appropriate controls suitable for treating water pumped from trenches and excavations. These appropriate controls shall be detailed in the SWPPP, including specific BMPs that will be used to treat the discharge. In no case shall water be pumped off site without being treated by the specified BMP unless approved by the engineer. <br />
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Untreated discharges must be specified as an allowable option through a project specific individual permit, typically on projects where structural foundations in large rivers, such as the Missouri or Mississippi, will be constructed<br />
<br />
==806.8.10 Roadways==<br />
<br />
In order to ensure that sediment is not transported into a situation where it can be delivered off-site, stabilized construction entrances should be used when construction equipment is frequently crossing or entering paved roadways. Stabilized construction entrances are typically built with rock of sufficient size to cause mud and dirt to fall off of the tires of the construction equipment. Geotextile fabric may be necessary for placement below the stabilized entrance in some soil conditions to prevent the rock from subsiding into the soil. In muddy situations, the voids between the rocks will always fill up with soil particles and as such, additional stone will need to be applied periodically and when repair is required.<br />
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The purpose of the stabilized entrance is to reduce the amount of sediment that will be transported onto the driving surface. However, the driving surface at the point of the active crossing cannot remain clean without additional measures such as sweeping or grading.<br />
<br />
Because it is impossible to eliminate all trackout of sediment, inspections should ensure that sediment control measures downgrade from the area of trackout are in good operating condition, especially inlet controls. <br />
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On projects where there is one primary construction entrance/exit and a large volume of equipment is expected to pass through this point, a more structural BMP may be appropriate to handle the volume of sediment. If this is the case, rumble strips, cattle guards, or wheel wash stations may be employed to effectively remove sediment. In these situations, routine maintenance will be needed to remove accumulated sediment from beneath and/or around these structures. If a wheel wash system is used, wash water should be channeled to a constructed sediment trap for treatment, unless the system has the capability to recycle the wash water. Just as with other sediment traps, once installed, the location of the trap will be shown on the inspector's site plans. Accumulated sediment shall be removed from the trap when the accumulation reaches 1/2 the height of the structure, or if an excavated pit is used, 1/2 of the original depth.<br />
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When accumulated sediment is removed from these BMPs, the material shall be disposed of in locations where sediment will not erode into the construction areas or waters of the state.<br />
<br />
==806.8.11 Diamond Grinding and Other Surface Treatments==<br />
<br />
Although diamond grinding, grooving, and other pavement surface and bridge deck treatments are not land disturbance activities, the fine material that is removed from the driving surface will become suspended in discharge water and has the potential to contaminate nearby streams if not sufficiently managed. The following shall be considered the minimum requirements for performing this work within the project limits in addition to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622] and [[:Category:622 Pavement and Bridge Surface Removal and Texturing#622.2.1 Construction Inspection for Diamond Grinding of Existing Portland Cement Concrete Pavement (Sec 622.30)|EPG 622.2.1 Construction Inspection for Diamond Grinding of Existing Portland Cement Concrete Pavement]].<br />
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The contractor shall submit to the engineer for approval in writing prior to the pre-construction conference, the best management practices (BMPs) to be used to protect the environment, including the method of disposal whether on right of way or off-site. Dispersal of diamond grinding residue on the right of way, where allowed, is the contractor's choice versus tanking and disposal. Therefore, all BMPs necessary for protection of drainage outlets will be incidental to the diamond grinding operation. See [[#806.8.6.4.11 Straw Bales (MO Specifications Sec 802)|EPG 806.8.6.4.11 Straw Bales]] for more information about using straw bales as BMPs.<br />
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When concrete slurry is dispersed on the right of way, BMPs shall be installed to keep slurry residue from entering drainage structures, waters of the state, and from leaving the right of way. At no time should asphalt diamond grinding slurry be discharged directly onto MoDOT right of way. Asphalt grinding residue must be tanked and disposed of properly.<br />
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Prior to starting work, concrete slurry or residue “no discharge zones” will be identified by the engineer with respect to the contractor’s approved BMP and residue disposal plan. Special provisions and restrictions will apply when operating in proximity to streams, wetlands, sensitive species habitat and in karst (landscapes with caves) and groundwater recharge areas.<br />
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The engineer may suspend operations during periods of rainfall or during freezing temperatures.<br />
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==806.8.12 Concrete Washout==<br />
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Concrete washout BMPs are to be established in designated areas for all projects where concrete production or delivery is occurring. These washouts are used to contain residual concrete, concrete associated liquids and the wash water from cleaning trucks, hoppers and chutes, which typically have a high pH, heavy metals, and could contain other chemical additives. Washout BMPs can be non-leaking plastic or clay/bentonite lined pits, a straw bale enclosure lined with plastic, a storage tank or prefabricated BMP or other structure approved by the engineer. In karst regions of the state, such as the Ozarks, extra care should be taken to ensure proper lining of earthen pits, as cracks and fissures within the bedrock could allow for direct pollution of ground water. Designated washout areas should be located at least 50 feet away from storm drains, ditches, streams or other water bodies. Washouts should be cleaned out when they reach 75% of their design capacity. Care should be taken to ensure these structures do not overflow during storm events. <br />
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Washout liquids can be allowed to evaporate or be pumped out and properly disposed of. They cannot be discharged into storm drains, ditches, streams or other bodies of water. Dried concrete can be broken up and used as clean fill on the project, recycled or properly disposed of by other means.<br />
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==806.8.13 Turbidity Reduction and Advanced Treatment Systems==<br />
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Water clarification and the removal of turbidity will usually require the addition of flocculants, polymers, polyacrylamides (PAM), chitosan and other chemicals that cause soil particles to bind together, become heavy and settle to the bottom of a sediment trap or sediment basin.<br />
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Since settling of flocculated soil particles requires very slow moving (still) water, natual and chemical additives should never be introduced into an outfall BMP where water leaves MODOT right of way. In all cases where flocculants are used to reduce turbidity it is essential to include a sediment basin or sediment trap and a ditch liner or ditch check apron that prohibits additional erosion on the downgrade side of the ditch check. <br />
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The following Advanced Treatment Systems are options for use in MODOT projects where turbidity removal is required:<br />
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::* Flocculant logs and flocculant flats that are installed directly in a ditch, pipe or culvert upgrade from a sediment basin or sediment trap.<br />
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::* Flocculant treated ditch checks (i.e. fiber rolls, or compost socks/logs) that have been installed upgrade from a sediment basin or sediment trap.<br />
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::* Flocculant treated rock ditch checks installed upgrade from a sediment basin or sediment trap.<br />
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::* Geo ridge ditch checks with attached flocculant bags, installed upgrade from a sediment basin or sediment trap.<br />
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::* Addition of granular flocculants directly into a ditch, upgrade from a sediment basin or sediment trap.<br />
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::* Erosion control blankets and turf reinforcement mats that have been inoculated with flocculants, and installed upgrade from a sediment basin or sediment trap.<br />
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'''Chemical Stabilizers '''<br />
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Chemical stabilizers, also known as soil binders or soil palliatives, provide temporary soil stabilization. Various products are sprayed onto the surface of exposed soils to hold the soil in place and minimize erosion from runoff and wind. These materials are easily applied to the surface of the soil, can stabilize areas where vegetation cannot be established, and provide immediate protection. <br />
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Use chemical stabilizers alone in areas where other methods of stabilization are not effective because of environmental constraints, or use them in combination with vegetative or perimeter practices to enhance erosion and sediment control. <br />
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Closely follow the manufacturer's recommended application procedures to prevent the products from pooling and creating impervious areas where stormwater cannot infiltrate. <br />
<br />
[[Category:806 Pollution, Erosion and Sediment Control|806.8]]</div>Legged1https://epg.modot.org/index.php?title=806.1_Erosion_Control_Measures&diff=51820806.1 Erosion Control Measures2022-09-15T13:20:59Z<p>Legged1: /* 806.1.7 Temporary Seeding */ decoupled mulching from seeding</p>
<hr />
<div>==806.1 Erosion Control Measures==<br />
Erosion control measures are intended to eliminate or minimize the movement of sediment deposits from the site or right of way. Permanent erosion control measures, such as channel armoring, sodding, seed and mulch etc., should be utilized as soon as possible to control erosion, reduce the maintenance cost associated with temporary sediment control measures, and improve the overall appearance of the project. <br />
<br />
===806.1.1 Surface Roughening===<br />
Surface roughening is a temporary erosion control best management practice that will reduce runoff velocity and erosion potential by increasing infiltration and sediment trapping. Utilizing surface roughening has shown to aid in the establishment of vegetative cover prior to seed and mulching operations. This practice is intended for areas which have been cleared and grubbed and are awaiting application of temporary or permanent seed, or installation of other structural controls such as ditch checks, rock dams, or sediment basins. <br />
<br />
====806.1.1.1 Design Considerations====<br />
Surface roughening is difficult to achieve on short, steep slopes where heavy equipment cannot traverse slopes sufficiently. If slopes are not of sufficient length to allow adequate equipment travel, other erosion control BMP’s should be considered such as erosion control blankets or fiber reinforced matrix (FRM).<br />
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====806.1.1.2 Construction Considerations====<br />
Contractors should be encouraged to use surface roughening if they intend to apply seed through hydro-seeding operations. Without adequate surface preparation, rills will develop following hydro-seeding operations when equipment tracks run parallel with the ditch line. Surface roughening can be accomplished using one of the three following methods:<br />
<br />
'''Tracking''' is accomplished by tracking construction equipment (dozer, high lift, etc.) vertically up and down slopes in order to create horizontal depressions, perpendicular to the runoff path, on the soil surface. Depressions left by the tracks reduce storm water velocity and the potential for concentrated runoff, which leads to rill formation. Tracking can lead to significant soil compaction, which does help lock soil particles in place; however, it is not conducive for root production and grass growth. Care should be taken in deciding which slopes to track. Tracking is typically recommended for sandy soils, where risk of excessive compaction is reduced. <br />
<br />
'''Grooving''' is accomplished by constructing a series of ridges and depressions that run along the contour of a slope. The grooves can be created using a disks, harrows, chisel plows, loader teeth, or any other available implement that will produce a grove no more than 3 inches deep and no more than 15 in. apart. <br />
<br />
'''Stair-stepping''' is the construction of earthen stair steps to reduce runoff velocity and encourage sedimentation on steeper slopes that will not be mowed. The stairs should be constructed with the vertical rise of the step less than or equal to 1 foot. The horizontal run of the steps should be longer than the vertical rise of the step and sloped inward toward the vertical step face to promote sedimentation.<br />
<br />
===806.1.2 Temporary Berms===<br />
A temporary berm is a temporary ridge of compacted soil with or without a shallow ditch, constructed at the top of fill slopes or transverse to centerline on fills. The purpose of these ridges is to divert storm runoff from small areas away from steep slopes and direct this water to temporary outlets where the water can be discharged with minimum slope erosion.<br />
<br />
====806.1.2.1 Design Considerations====<br />
Type B Berms may be used as a temporary perimeter control structure where slopes are less than 2% and permanent vegetation is present on the downgrade side of the structure They are also used transverse to grade to divert runoff to stabilized slope drains. Since temporary berms are usually installed as earth work is underway, and there is no way to predict the amount of work that might be accomplished during the course of a day’s work, temporary berms will not usually appear on contract plans. <br />
<br />
====806.1.2.2 Construction Considerations====<br />
Type B Berms are specified when embankment operations are shut down over extended periods of time (i.e., winter), will be constructed to specified dimensions (see [https://www.modot.org/media/16839 Standard Plan 806.10]) and will be machine compacted with a minimum of three passes over the entire width of the berm with a dozer tread, grader wheel, etc. Temporary Type B berms must drain to a compacted outlet at a slope drain. The top width of these berms may be wider and the side slopes flatter on transverse berms to allow equipment to pass over these berms with minimal disruption.<br />
<br />
===806.1.3 Temporary Slope Drains===<br />
<br />
A temporary slope drain is used to carry water down slopes to reduce erosion and consists of stone, concrete or asphalt gutters, half-round pipe, metal pipe, plastic pipe, or flexible rubber pipe.<br />
<br />
====806.1.3.1 Design Considerations====<br />
<br />
Temporary Slope Drains are beneficial on high, steep slopes to limit runoff from concentrating down the embankment where rills and gullies can form quickly. Plans should show slope drains on fill and some cut slopes at approximately 500-foot intervals. Engineering judgment shall be used when developing quantities; soil type, slope, and roadbed profiles may require intervals shorter than 500 ft. <br />
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====806.1.3.2 Construction Considerations====<br />
<br />
All temporary slope drains are to be adequately anchored to the slope to prevent disruption by the force of the water flowing in these drains. The inlet end must be properly constructed to channel water into the temporary drain. The outlet ends shall have some means of dissipating the energy of the water to reduce erosion downstream. Unless otherwise specified, all temporary slope drains will be removed when no longer necessary and the site will be restored to match the surroundings. <br />
<br />
===806.1.4 Interception Ditches and Let down Structures===<br />
<br />
Interception ditches and letdown structures are typically permanent erosion control BMPs that capture storm water run-on or runoff and transport it down slopes through stabilized channels. These constructed channels are meant to reduce the likelihood of gully formation and allow for the establishment of permanent vegetative cover on the face of the slope.<br />
<br />
====806.1.4.1 Design Considerations====<br />
<br />
When designing interception ditches and letdowns, as well as roadside and median ditches, it is important to consideration the drainage area, soil type, slope and ditch shape in order to determine if the shear stresses within the ditch will be of a high enough value to warrant a liner beyond just vegetative cover. Clear zone considerations must be taken into account when determining the appropriate ditch line. Lining solutions can vary from rock riprap, erosion control blankets, turf reinforcement mats or other products capable of withstanding concentrated, erosive flows based on the required shear stress,.<br />
<br />
====806.1.4.2 Construction Considerations====<br />
<br />
Interception ditches and letdown structures shall be constructed as shown on the plans or as directed by the engineer. Channel armoring should be installed in accordance with [https://www.modot.org/media/16883 Standard Plan 609.60] or in accordance with the manufactures recommendations. Armoring should be installed as soon as possible to reduce the potential erosion of the channel bottom.<br />
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===806.1.5 Permanent Diversions===<br />
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On large, steep back slopes permanent diversion berms or terraces are used transverse to grade to divert runoff to stabilized slope drains. Such diversions will enable the establishment of permanent vegetative cover on the slopes and will reduce the likelihood of gully formation. <br />
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===806.1.6 Temporary Pipe and Temporary Construction Crossings===<br />
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A temporary pipe is a conduit used temporarily to carry water under a haul road, silt fence, etc. It is used to convey normal and expected high flows at temporary stream crossings, preventing the contractor's equipment from coming in direct contact with the water when crossing active streams or intermittent streams created during heavy rainfalls.<br />
<br />
====806.1.6.1 Design Considerations====<br />
<br />
Temporary construction crossings or the use of temporary pipes must be considered in the design phase. MoDOT does not design stream crossings but proper permits, such as a 404 permit, must be obtained before any impacts to regulated jurisdictional streams begin. MoDOT’s Environmental Section should be engaged early to determine any impacts to streams and allow sufficient time to procure all agreements and permits required from the various regulating agencies. <br />
<br />
Temporary stream crossings can be conduits for sediment to find its way into the stream due to gaps in perimeter BMPs along the stream bank. Storm water should be diverted away from locations where stream crossings potentially could be constructed or design erosion sediment control plan to adequately protect these areas.<br />
<br />
====806.1.6.2 Construction Considerations====<br />
<br />
Temporary pipes will be placed to match the existing stream grade so aquatic life is allowed to pass unimpeded.<br />
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===806.1.7 Temporary Seeding===<br />
<br />
This work shall consist of preparing and fertilizing a seedbed and furnishing and sowing of seed. The purpose of temporary seeding is to produce a quick ground cover to reduce erosion in disturbed areas that are expected to be re-disturbed at a later date or if groundcover needs to be established in non-favorable seeding seasons.<br />
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====806.1.7.1 Design Considerations====<br />
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Temporary seeding will be a critical component of temporary stabilization for projects with land disturbance. Temporary seeding shall follow Sec 806.50 and mulching shall be included as a separate bid item in accordance with Sec 802. Temporary Seeding should be provided for 100% of areas that will be seeded with Warm Season grasses. This is necessary because, per Sec 805.3.1.2, warm season grass seeding is restricted to the period from Oct. 15 through April 15, and the SWPPP disallows postponement of seed/mulch following grading. If the project includes special provisions that requires any warm-season grass areas to be graded after Oct. 15, but prior to Spring, then those areas can be excluded from Temporary Seeding. Any quantity of Temporary Seeding needed for temporary staged construction should also be provided. A quantity for Mulching should also be provided for all areas of Temporary Seeding. Warm season grass areas that are temporarily seeded and subsequently overseeded after Oct. 15 do not require a second application of mulching.<br />
<br />
Temporary Seeding is not required for areas that are designated to receive Cool Season grass seeding. Per Sec 805.3.1.1, either full or partial cool season seeding is required immediately following grading, regardless of the season. Overseeding of cool season seeded areas may also be required depending on when the original seeding occurred (see Sec 805.3.1.1 for overseeding requirements).<br />
Additional mobilization should be provided on projects where construction activities disturb an acre or more over the life of a project (see [[:Category:618 Mobilization|EPG 618 Mobilization]]).<br />
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====806.1.7.2 Construction Considerations====<br />
<br />
Temporary seeding and mulch applications are to be a continuous operation on all cut and fill slopes, waste sites, and borrow pits during the construction process. All disturbed areas shall be seeded and mulched with permanent seeding during allowable seeding timeframes outlined in [[:Category:805 Seeding|EPG 805 Seeding]]. When permanent seeding cannot be placed due to seeding time restrictions, or when work will be halted in an area for more than 14 days, temporary seeding shall be used to establish temporary stabilization to eliminate erosion. Seeding and mulching shall be done as soon as possible after completion of the earthwork, not to exceed 14 days, weather permitting. <br />
<br />
Mulch placed over temporary seed mixtures shall be applied in accordance with the provisions of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 802 of the ''Missouri Standard Specifications for Highway Construction'']. Fertilizer shall be applied at the rate specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 806.50 of the ''Missouri Standard Specifications for Highway Construction'']. Lime will usually not be required for temporary seeding but will be applied according to governing specifications when a permanent seed mixture is used.<br />
<br />
===806.1.8 Permanent Seeding and Mulch===<br />
<br />
Growth from permanent seed and mulch provides permanent stabilization of disturbed areas not covered by final building materials. Permanent seed mixtures incorporate a variety of native, non-native, legumes, and cover crops to establish vegetative cover suitable to prevent erosion and maintain the integrity of our roadways. <br />
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====806.1.8.1 Design Considerations====<br />
<br />
All projects that have land disturbance activities of any amount must include permanent seed and mulch or other permanent BMPs to stabilize those areas without a vegetative root zone. Consideration must be provided for projects with high fill or cut slopes to provide adequate quantities for bidding. Final quantities will be field measured but accuracy in the design phase will reduce costly contact over runs. Additional mobilization should be provided on projects where construction activities disturb an acre or more over the life of a project (see [[:Category:618 Mobilization|EPG 618 Mobilization]]).<br />
<br />
Fertilizer, lime, and seed recommendations shall be requested from the Roadside Section of the Maintenance Division for all projects. <br />
<br />
====806.1.8.2 Construction Consideration====<br />
<br />
Final stabilization of disturbed areas shall be initiated within 24 hours after final grading has ceased for those areas, and must be completed within 14 calendar days. Allowances for weather and equipment breakdown will be made but delays must be documented in the project specific SWPPP. <br />
<br />
Permanent seeding and mulch following temporary seeding will be performed according to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Secs 805 and 802], respectively of the Missouri Standard Specification for Highway Construction and will only be permitted during the favorable seeding seasons. <br />
<br />
===806.1.9 Fiber Reinforced Matrix===<br />
<br />
Fiber Reinforced Matrix (FRM) is a hydraulically applied (spray-on) erosion control product that bonds to, and blankets bare soil. It is typically applied with a truck or trailer mounted sprayer or by walking the affected areas with a hose sprayer. According to manufacturers, FRMs lock in moisture and nutrients to promote seed germination. Since these products are applied through spray-on application, they can conform to the contours of a slope and therefore can be applied to rough seedbeds.<br />
<br />
====806.1.9.1 Design Considerations====<br />
<br />
FRM should be considered on projects with steep slopes where history has shown grass growth to be problematic. FRM’s are not an overspray material; they provide superior slope protection that is comparable to erosion control blanket. These products can be applied to any soil type, except sandy material, on any slope and can be used in place of any of the erosion control blankets (ECBs) discussed in [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.9 Erosion Control Blankets and Turf Reinforcement Mats|EPG 806.8.6.3.9 Erosion Control Blankets and Turf Reinforcement Mats]]. These products are not designed to withstand concentrated flows within ditches, drainages or streams. In some instances, especially on longer and/or steeper slopes, it may be necessary to install slope disruptors (wattles/socks/logs/etc.) perpendicular to the sheet flow to decrease runoff velocities down the face of the slope and protect the FRM application from concentrated flows.<br />
<br />
====806.1.9.2 Construction Consideration====<br />
<br />
It is important when using these products to apply them according manufacturer’s specifications and to assure there is complete surface coverage on the affected area to prevent potential failure due to improper application. In order to accomplish this, it is important to spray slopes from multiple, varying directions. In some instances, especially on longer and/or steeper slopes open graded matting may be required to anchor the material to the slope to prevent slope shear. Manufacturer recommended application rates are summarized in the table below. Examples of FRMs include products such as Flexterra<sup>®</sup>, Flexible Growth Medium<sup>TM</sup>, EcoFlex<sup>TM</sup> and Flex Guard<sup>®</sup>. <br />
<center><br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="220"|Slope Condition!! style="background:#BEBEBE" |Application Rate (lbs/acre)<br />
|-<br />
|< 3H:1V || 3000 <br />
|-<br />
|> 3H:1V and < 2H:1V ||3500 <br />
|-<br />
|>2H:1V and < 1H:1V ||4000 <br />
|-<br />
|>1H:1V|| 4500 <br />
|}<br />
</center><br />
<br />
<br />
To ensure product quality and performance, all FRMs must meet the following specifications: <br />
<center><br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="380"|Minimum FRM Performance and Physical Requirements Property!! style="background:#BEBEBE" |Required Value <br />
|-<br />
|Thermally Processed Fiber by Weight|| 75% ± 10% <br />
|-<br />
|100% Bio-degradable Interlocking Fibers|| 5% ± 2% <br />
|-<br />
|Organic Tackifiers and Activators || 10% ± 2% <br />
|-<br />
|Moisture Content ||10% ± 3% <br />
|-<br />
|Organic Matter ||90% minimum <br />
|-<br />
|Color ||Colored to contrast application area,<br/>shall not stain concrete or painted<br/> surfaces. <br />
|}<br />
<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" colspan="2"|FRM Property!! style="background:#BEBEBE" |Test Method !!style="background:#BEBEBE" |Required Value<br />
|-<br />
|rowspan="6"|'''Physical'''|| Mass Per Unit Area|| ASTM D6566'''*'''|| 12.0 oz/yd2 minimum <br />
|-<br />
|Thickness|| ASTM D6525'''*'''|| 0.22 in. minimum <br />
|-<br />
|Ground Cover|| ASTM D6567'''*'''|| 99% minimum <br />
|-<br />
|Wet Bond Strength|| ASTM D6818'''*'''|| 9 lb/ft <br />
|-<br />
|Water Holding Capacity|| ASTM D7367|| 1500% minimum <br />
|-<br />
|Flexural Rigidity (wet)|| ASTM D6575'''*'''|| 5 oz-yd maximum <br />
|-<br />
|'''Endurance'''|| Functional Longevity|| ASTM D5338|| Minimum of 12 months <br />
|-<br />
|rowspan="4"|'''Performance'''|| Cover Factor|| MoDOT Approved Large Scale Testing|| 0.01 maximum <br />
|-<br />
|% Effectiveness|| MoDOT Approved Large Scale Testing|| 99% minimum <br />
|-<br />
|Cure time|| MoDOT Approved Large Scale Testing||98% Effective 2 hours after application <br />
|-<br />
|Vegetation Establishment|| ASTM D7322'''*'''|| 800% minimum <br />
|-<br />
|rowspan="3"|'''Environmental'''|| Ecotoxicity|| EPA 2021.0|| 96-hr LC50 > 100% <br />
|-<br />
|Effluent Turbidity|| MoDOT Approved Large Scale Testing|| 100 NTU Maximum <br />
|-<br />
|Biodegradability|| ASTM D5338|| 100% Minimum <br />
|-<br />
|colspan="4" align="left"|'''*''' ASTM test methods developed for Rolled Erosion Control Products (RECPs) that have been modified to accommodate Hydraulic Erosion Control Products (HECPs).<br />
|}<br />
</center><br />
<br />
<br />
===806.1.10 Erosion Control Blankets and Turf Reinforcement Mats===<br />
<br />
Erosion control blankets (ECBs) and plastic netting are used to prevent erosion of seeded areas for a period of time sufficient for the seed to produce a root system capable of providing permanent erosion protection. Blankets are manufactured with wood fiber (excelsior), jute, coconut coir fiber, and synthetic materials. Blankets are used where the volume or velocity of runoff exceeds ditch check capabilities, where sediment from the project can severely impact an environmentally sensitive water body or where the roadway soil types are highly susceptible to erosion. <br />
<br />
ECBs are typically used to prevent sheet, rill, or gully erosion on slopes and some lower flow channels. Turf reinforcement mats (TRMs) may be used on steep slopes or slope areas with concentrated flow, but are typically used in channels<br />
<br />
====806.1.10.1 Design Consideration====<br />
<br />
Erosion control blankets and turf reinforcement mats must be considered for: <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Fill slopes greater than 10 feet high ||width="25"| || Ditch slopes greater than 10 percent <br />
|-<br />
|Highly erodible soils || || Fluctuating water levels <br />
|-<br />
|High ditch flows || ||High sheet flow <br />
|-<br />
|colspan="3"|Standard seeding and mulching will not withstand anticipated runoff <br />
|-<br />
|colspan="3"| Around high quality water bodies. <br />
|}<br />
<br />
'''ECBs, TRMs, or an equivalent erosion control practice is recommended for most slopes steeper than 1V:3H (3:1), depending on soil type.''' Incorporation of ECBs adjacent to the edge of pavement in concentrated flow areas, such as the low side of a super elevated section, have proven to reduce edge drop off by stabilizing the slope until grass growth establishes. Protecting slopes from erosion requires several actions that must be taken together. No single approach will be successful, especially if the slope is long, steep, or has highly erodible soils. Even when using blankets or mats, it may be necessary to incorporate temporary berms and slope drains, slope disruptors and other BMPs to ensure slope stabilization. At culvert outlets, overflow structures or transition areas, it may be necessary to use a transition mat (e.g., ScourStop™, ShoreMax™, etc.) directly over a TRM in order to add additional scour protection in these highly erosive areas.<br />
<br />
The implementation of erosion control blankets must be performed by geographic location of the project. The following map shows each Missouri County assigned a zone delineated by erosion susceptibility.<br />
<br />
[[image:806 design guidance map.jpg|500px|center]]<br />
<br />
When the project county zone is identified, the ECB design shall be based off of the following design table for the corresponding zone. Counties overlapping zones should use the higher zone for design. All Type 2, Type 3, and Type 4 ECBs are assumed to include silt fences as supplementary BMPs. Instituting silt fences with Type 1 ECBs would increase the maximum allowable slope length by a factor of 4. The following design charts are a visual aid in designing ECBs for a given application. The dashed lines indicate instances where an ECB can be used, and the bold lines indicate instances when an ECB should be used. The engineer’s discretion is to be used to determine the appropriate service life for the site when selecting the appropriate ECB type (Type 1 – 3 months, Type 2 – 12 months, Type 3 – 24 months, Type 4 – 36 months).<br />
<center><br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" rowspan="2"|ECB Type!! style="background:#BEBEBE" rowspan="2"|Name !! style="background:#BEBEBE" rowspan="2"|Max Slope (H:V) !! style="background:#BEBEBE" colspan="3"|Maximum Length (Ft)<br />
|-<br />
!style="background:#BEBEBE" width="90"|Zone 1 !!style="background:#BEBEBE" width="90"|Zone 2!!style="background:#BEBEBE" width="90"|Zone 3<br />
|-<br />
|1A|| Mulch Control Nets|| 5:1 ||990 ||750|| 495<br />
|-<br />
|1B|| Nettles Rolled Erosion Control Blankets|| 4:1|| 605|| 450|| 305<br />
|-<br />
|1C|| Light-Weight Double-Net Erosion Control Blanket|| 3:1|| 150|| 115|| 75<br />
|-<br />
|1D|| Heavy Double-Net Erosion Control Blanket ||2:1 ||40 ||30 ||20<br />
|-<br />
|2A|| Mulch Control Nets|| 5:1|| 1110|| 840|| 560<br />
|-<br />
|2B|| Nettles Rolled Erosion Control Blankets || 4:1|| 680|| 515|| 340<br />
|-<br />
|2C|| Light-Weight Double Net Erosion Control Blankets|| 3:1|| 170|| 130|| 85<br />
|-<br />
|2D|| Heavy Double-Net Erosion Control Blanket|| 2:1|| 45|| 35|| 20<br />
|-<br />
|3A|| Mulch Control Nets|| 5:1|| 1110|| 840 ||560<br />
|-<br />
|3B|| Erosion Control Blankets|| 1.5:1|| 15|| 15|| 10<br />
|-<br />
|4|| Erosion Control Blankets || 1:1|| 10|| 10|| 5<br />
|}<br />
</center><br />
<br />
<br />
[[image:806.1.11.1 Zone 1.jpg|center|930px]]<br />
<br />
<br />
[[image:806.1.11.1 Zone 2.jpg|center|930px]]<br />
<br />
<br />
[[image:806.1.11.1 Zone 3.jpg|center|930px]]<br />
<br />
<br />
====806.1.10.2 Construction Consideration====<br />
<br />
All erosion control blankets (ECBs) and turf reinforcement mats (TRMs) shall be installed according to the manufacturer’s recommendations, including overlap and stapling guidelines. Prior to installation of blankets or mats the ground should be smooth, with no large rocks, vegetation or rills on the surface. The blankets shall be placed smoothly, but loosely, on the soil surface without stretching. Blankets at the top of the slope should be trenched in beyond the crest of the slope to avoid undercutting. Any overlap joints shall be lapped in the direction of water flow. All anchor staples must be fully driven and properly spaced.<br />
<br />
Blankets and mats should be inspected at the same frequency as all other erosion and sediment control items. Malfunctions must be repaired in a timely manner or else slope shaping, grading and reinstallation will be required. Removal is not necessary or required because the material will decay and break down on its own or, in the case of TRMs, permanently reinforce the vegetation. Measurements are based on surface area covered. <br />
<br />
Product requirements for ECBs and TRMs can be found within [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 1011]. ECBs and TRMs meeting MoDOT specification requirements each have their own physical description that can be obtained from the manufacturer.<br />
<br />
<br />
<br />
<br />
[[Category:806 Pollution, Erosion and Sediment Control|806.1]]</div>Legged1https://epg.modot.org/index.php?title=Category:129_Public_Involvement&diff=51816Category:129 Public Involvement2022-09-08T17:46:29Z<p>Legged1: Per Env'l (#3532), updated guidance.</p>
<hr />
<div><br />
<br />
{|style="padding: 0.3em; margin-left:7px; margin-right:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="650px" align="right" <br />
|-<br />
|colspan="3"|'''Figures'''<br />
|-<br />
|[http://epg.modot.org/files/a/a1/129.1_Display_of_Alternatives.jpg Sample Location Study Display] ||width="15"| ||[http://epg.modot.org/files/1/1e/129.1_Figure_10_Location_Sketch.pdf Sample Commission Exhibit 1]<br />
|-<br />
|colspan="3"|[http://sp/sites/de/epg/Lists/EPGResponse/Attachments/1427/SampleCommissionExhibit2.pdf Sample Commission Exhibit 2 ]<br />
|-<br />
|colspan="3"|'''Forms '''<br />
|-<br />
|[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]<br />
|-<br />
|[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]<br />
|-<br />
|[[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]<br />
|-<br />
|[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]<br />
|}<br />
<br />
<br />
Missouri Department of Transportation (MoDOT) works to communicate important information to the public, media, employees, stakeholders, and other department customers through a variety of methods, including news releases, publications, special events, and social media sites.<br />
<br />
Missouri’s citizens expect an active voice in the location and design of transportation facilities. They recognize the important role transportation has in their life as well as the vitality of their communities. Existing transportation facilities, particularly transportation improvements, have a direct impact on the social, economic, and environmental resources of Missouri’s communities. As a result, MoDOT values the public’s input on transportation improvements and has established various methods to gather it this feedback. Some of these methods include: <br />
:* [http://epg.modot.org/index.php/121.2_The_Planning_Framework_for_Transportation_Decision-Making Identification and Prioritization of Needs] through The Planning Process<br />
:* Public Hearings<br />
:* Public Meetings<br />
:* Direct mailings or contact with individuals impacted<br />
:* Virtual Public Involvement<br />
<br />
In addition, MoDOT provides useful information to Missourians concerning the operation and maintenance of the highway system. This information is available from the following sources in addition to others: <br />
{| style="border:1px; margin-left:7px; solid #cccccc" align="right"<br />
|-<br />
|[[Image:138 Idea to Reality Graphic.jpg|right|450px]]<br />
|}<br />
:* [http://www.modot.org/ www.modot.org]<br />
:* [http://traveler.modot.org/map/ Traveler Information Map (TIM)]<br />
:* E-updates<br />
:* Changeable message boards<br />
:* Customer Service Centers (1-888-ASK MoDOT)<br />
:* [http://traveler.modot.org/report/modottext.aspx#tag_rc Work Zone Status]<br />
:* [http://traveler.modot.org/report/modottext.aspx#tag_rc Road Condition Report]<br />
:* [https://www.facebook.com/MoDOTStatewide Social media]<br />
<br />
The development of quality transportation improvements depends on early, frequent, and continuous involvement of the public in project decisions. Additionally, real time information about the State’s highway system allows the traveling public to use it efficiently. <br />
<br />
The public frequently questions not only the design and physical features of a project, but also its basic premise (the purpose and need) and assumptions (e.g., the range of alternatives) as identified by MoDOT.<br />
<br />
Public involvement allows MoDOT to gather real, valid input on transportation needs and to work with customers to refine solutions that meet those needs. <br />
<br />
The following guidelines for public involvement are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. The specific needs of the project should be documented in a public involvement plan (PIP). <br />
<br />
<br />
<div id="Table 129, Public Involvement by Type"></div><br />
<center>'''Table 129, Public Involvement by Type'''</center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! colspan="4"|Public involvement is required for every project<br />
|-<br />
! style="background:#BEBEBE"|Minimum Requirement for:!! style="background:#BEBEBE"|Public Involvement Method!! style="background:#BEBEBE"|Required Documentation<br/>(if applicable)!! style="background:#BEBEBE" WIDTH=130|Responsible Individual(s)<sup>1</sup><br />
|-<br />
|PCE and CE2|| Routine methods such as social media, news releases, opportunity for meetings, etc.|| Public notices, news releases, meeting notes, Comments/responses, sign-in sheets|| PM, CR, CM<br />
|-<br />
|Some CE2s, EA, EIS|| Pre-Location Study Meeting|| Public notices, presentations, studies or documents made available, Minutes, comments, responses, sign-in sheets|| PM, CR<br />
|-<br />
|Some PCEs, CE2, EA, EIS|| Location Public Meeting|| Public notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR<br />
|-<br />
|Some PCEs, CE2, EA, EIS|| Design Public Meeting|| Public notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR<br />
|-<br />
|EA, EIS|| Agency Scoping Meeting|| Notices, presentations, studies or documents made available, Minutes, comments, responses, sign-in sheets|| PM, CR<br />
|-<br />
|≥20 acres new RW or <br> permanent easements for rural, <br><br> ≥100,000 square feet new RW or <br> permanent easements for urban'''<sup>2</sup>''', <br><br> EA (if applicable), EIS, Long Range Plan <br> {CFR 771.111(h)(2)(iii)} ||Public Hearing (Commission Policy, FHWA policy) || Notices, presentations, studies or documents made available, minutes, transcript, sign-in sheets|| PM, CR<br />
|-<br />
|Discretion of the District Engineer|| Public Meeting|| Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR<br />
|-<br />
|Impacts (not significant or adverse [[#129.8 Section 4(f) Lands|EPG 129.8]]) on historic properties, parks, recreation areas, and wildlife and waterfowl refuges||Section 106, 4(f)'''<sup>3</sup>''', and 6(f) || Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR, DE-ENV/HP<br />
|-<br />
|Noise impacts where noise abatement is reasonable and feasible||Noise Wall Public Meeting ||Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR, DE-ENV/HP<br />
|-<br />
|colspan="4" align="left"|<sup>'''1'''</sup> PM: Project Manager; CR: Communications Division staff; CM: Construction and Materials staff; DE-ENV/HP: Design Division Environmental and Historic Preservation staff <br />
|-<br />
|colspan="4" align="left"|<sup>'''2'''</sup> "Urban" is defined as within a U.S. Census Bureau designated urbanized area or an urban cluster.<br />
|-<br />
|colspan="4" align="left"|<sup>'''3'''</sup> Requires special statements in the [[media:129 table 129 notice.docx|public notice]]. Coordinate with MoDOT Environmental Section.<br />
|}<br />
[[image:129.jpg|right|400px|thumb|<center>'''Statewide Planning Partner Meeting'''</center>]]<br />
Public hearings and public meetings are forums for providing information on proposed projects, their anticipated impacts, and for receiving citizen comments. Both are used to comply with the [https://www.modot.org/missouri-highways-and-transportation-commission-0 Missouri Highways and Transportation Commission's] desire to furnish the public with general information and to allow the public to express their opinions regarding highway matters. Information related to the impacts of a proposed action can also be gathered. Federal transportation policy requires public involvement in the development of the purpose and the range of alternatives to be considered for EAs and EISs. The National Environmental Policy Act (NEPA) and FHWA regulation 23 CFR 771 require one or more public meetings or opportunity forum(s) for the public to participate. The Commission directs MoDOT to conduct “location and design” public involvement to gather public comment. <br />
<br />
All work involving interaction with the public should start with working with the district Communications Team to go through the Public Involvement (PI) plan template [[#129.2_The_Public_Involvement_Plan_.28PIP.29.2FCommunication_Plan|(EPG 129.2]]. This document will help focus and organize the PI needs of the project. This is an ongoing process and will need continuous updating over the life of a project from early planning phases to construction completion. The Communications Team is most familiar with the process and basic PI requirements.<br />
<br />
==129.1 Environmental Justice, ADA, LEP and Title VI==<br />
[[image:129.1.jpg|right|500px|thumb|<center>'''[https://www.modot.org/welcome-external-civil-rights External Civil Right]'''</center>]]<br />
<br />
Early in project development, the Project Manager (PM) shall assess whether the method of public involvement chosen for a particular project is reasonable for the project, whether it adequately reaches the proper constituents, whether there are environmental justice (EJ) or limited English proficiency (LEP) concerns, and whether the method would adequately provide the needed information and afford the opportunity for the public to provide feedback. Minority and disadvantaged populations are defined by [https://www.justice.gov/crt/fcs/TitleVI-Overview Title VI] and the [https://www.environment.fhwa.dot.gov/env_topics/ej/guidance_ejustice-nepa.aspx EJ Executive Order 12898] while low-income populations are defined by the census category. Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, signed by the President on February 11, 1994 directs Federal agencies to take the appropriate and necessary steps to identify and address disproportionately high and adverse effects of Federal projects on the health or environment of minority and low-income populations to the greatest extent practicable and permitted by law. Title VI of the Civil Rights Act of 1964 prohibits discrimination on the basis of race, color, and national origin in programs and activities receiving federal financial assistance. If there are questions concerning the participation of minority and disadvantaged populations, contact the Environmental Specialist who is the resource for socioeconomic issues in the [https://modotgov.sharepoint.com/sites/DE/ Design Division]. Discussion on community impact assessment can also be found in [[#129.3 “Virtual” Public Involvement|EPG 127.3]]. The first step is to identify populations of people interested in the project and impacted by the project, then determine which outreach methods would be most effective. The PM should work with the Area Engineer and use existing information such as from the Conceptual Study Report (CSR), if developed, to help identify the area impacted by the project.<br />
<br />
The process for identifying interested people/populations impacted by the project should be documented in the PIP and housed in [http://eprojects/SitePages/Home.aspx eProjects]. The PIP is developed by the PM or district staff, or the project consultant, if tasked with public involvement for the project, and approved by MoDOT staff. It may become necessary to revise the PIP as the project evolves, conditions change, oppositional groups emerge, or new issues arise. It is prudent to complete a limited English Proficiency (LEP) [https://www.modot.org/media/12116 analysis], similar to the Community Impact Assessment process outlined in [[127.3 Community Impact Assessment#127.3.1.3 Process|EPG 127.3.1.3]], and review it for protected populations early in the planning phase, when the PIP is developed, to identify stakeholders, affected public, and whether targeted outreach to underserved populations are needed. Then appropriate outreach efforts can be planned for these populations and budgeted appropriately.<br />
<br />
Effectively reaching underserved populations may require significant staff time and resources, and special efforts or innovative methods may need to be used to ensure the inclusion of affected community members. This is especially important for underrepresented groups, such as minority and low-income groups, and in communities where a significant percentage of the affected population does not speak or understand English. Consider the need for translators, interpreters, and written materials in languages other than English. Reference information on LEP is provided in Executive Order (E.O) 12898. Innovative methods to involve minority and economically disadvantaged sectors of the community, as well as other groups such as senior citizens, disabled persons, economic developers, MPOs/RPCs, and historical and environmental groups, should also be explored. Such methods could include house-to-house contacts; providing bulletins at kiosks; meeting with community groups, church organizations, community minority liaisons, local grocery stores, and libraries; placing notices in newspaper and using other media outlets which cater to these groups. Accommodations should also be made for non-English speaking community members or those with language barriers.<br />
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The meeting location selected shall be in compliance with the Americans with Disabilities Act (ADA). Special attention should be paid to whether there is access to public transportation, and whether there is a safe and reasonable walking distance to the meeting without obstacles such as crossing active railroad tracks or busy highways.<br />
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These efforts shall be documented for inclusion in environmental documents such as the Request for Environmental Services (RES), CE2, EA, EIS, or in project files in eProjects, and for department wide Title VI and EJ compliance.<br />
<br />
==129.2 The Public Involvement Plan (PIP)/Communication Plan==<br />
<br />
Early in the project scoping process a Public Involvement Plan (PIP) should be developed that is appropriate for each project. A PIP is a strategy document which guides outreach activities for a project. It helps to establish the schedule, methods, and locations for public outreach and assists with determining project stakeholders. For Programmatic Categorical Exclusion (PCE) and CE2 classifications, the PIP is often developed by the Project Manager (PM), district staff including Communications staff (CR Division), and/or project consultant, if applicable, and approved by MoDOT staff (PM, CR, etc.). The project core team ([http://epg.modot.org/index.php/104.1_Core_Team EPG 104.1]) typically develops the PIP for larger, more complex projects, especially those requiring an EA or EIS, which are approved by FHWA. The nature and complexity of the project along with the core team’s specialized knowledge of any sensitive issues within the project area will determine the best course of action to gain public input into the development of the project’s scope ([http://epg.modot.org/index.php/104.8_Public_Involvement_in_Project_Scoping EPG 104.8]). After identifying potentially affected populations and the issues they may have with the proposed project, this information can be compiled in the PIP (see sample above). It may become necessary to revise the PIP as a project evolves, conditions change, oppositional groups emerge, public controversy develops, or new issues arise. The size, scope and complexity of a project will help determine the extent of outreach and engagement for a project and whether a project requires a more formalized and comprehensive PIP. The PIP becomes part of the official project record and should be uploaded to the RES or to eProjects as evidence of planned public involvement.<br />
<br />
Early use of demographic data can help identify members of the public that should be involved. After determining who to involve, a variety of outreach methods can be selected to encourage the most effective public involvement. During public outreach the following could be involved:<br />
<br />
:* adjacent property owners and tenants<br />
:* low-income populations<br />
:* minority populations<br />
:* cooperating and participating agencies ([http://epg.modot.org/index.php/127.14_National_Environmental_Policy_Act_(NEPA)_Classification_and_Documents#127.14.3_Process EPG 127.14.5 NEPA Glossary]) <br />
:* local, state, and federal government staff and elected officials<br />
:* community groups such as clubs, civic groups, business groups, environmental groups, labor unions, disability advocacy groups, and churches<br />
:* commuters and the traveling public<br />
:* emergency and utility service providers<br />
:* adjacent billboard owners and clients<br />
:* general public and others known to be affected<br />
:* others expressing interest.<br />
<br />
The following are examples of common outreach methods that can be identified in the PIP:<br />
<br />
:* Virtual Public Involvement (VPI) meetings<br />
:* public and open house meetings <br />
:* MoDOT project e-mail alert lists<br />
:* drop-in information centers or booths<br />
:* surveys or questionnaires<br />
:* advisory committee and group meetings <br />
:* public hearings<br />
:* design workshops/charettes <br />
:* direct mail/email<br />
:* meetings with public officials<br />
:* individual (one-on-one) meetings<br />
:* meetings with community groups<br />
:* internet blogs<br />
:* project Internet pages/news releases<br />
:* established media relations and contacts<br />
:* telephone hot lines.<br />
<br />
In addition, MoDOT provides information to the public about traffic impacts as part of its Transportation Management Plan (TMP) for projects ([https://epg.modot.org/index.php/616.13_Work_Zone_Capacity,_Queue_and_Travel_Delay#616.13.6.6_Public_Information EPG 616.13.6.6]). MoDOT also provides general work zone information to the public through various outlets. These include, among other things, publication of a statewide work zone map and work zone driving safety tips, posting of current work zone locations and conditions to the internet, promotion of Work Zone Safety Awareness Week, and advertisement of work zone safety-related messages via radio, television, electronic message boards along the roadway and, billboards. These details can also be incorporated in the PIP. <br />
<br />
The example PIP or a more detailed plan shall be utilized on all EA and EIS classified projects. Use of a PIP on all other projects should be evaluated by the core team members of that project individually depending on the needs of that project.<br />
<br />
==129.3 “Virtual” Public Involvement (VPI)== <br />
{|style="padding: 0.3em; margin-left:7px; margin-right:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="350px" align="right" <br />
|-<br />
|'''Temporary Virtual Public Involvement During the COVID-19 Pandemic'''<br />
|-<br />
|FHWA will temporarily permit all public involvement activities previously conducted in-person to exclusively use virtual technologies and techniques that fulfill the essential purposes of the in-person public involvement during the COVID-19 pandemic. A [[media:129.3 temporary.docx|Q&A Sheet about temporary virtual public involvement]] is available.<br />
|}<br />
A “virtual” public event is one that is held online, in which members of the public attend the meeting and participate remotely. A virtual public event may be held in the following two situations: (1) as a ''supplement'' to an in-person public meeting or hearing, or (2) as a ''substitute'' for an in-person public meeting for emergency situation and beyond, as defined at [[#129.12 Glossary of Terms|EPG 129.12 Glossary of Terms]]. The following process is designed to provide guidance when a public meeting is required. This process can be adapted to fit the needs of the project. '''If a NEPA required public hearing is mandated during a time of emergency, a virtual public event can be used to supplement the in-person component of the public hearing.''' Refer to the box immediately to the right for information about virtual public involvement.<br />
<br />
Public hearings or opportunities for public hearings are required for EISs and for projects that require substantial amounts of new right of way as (defined under [[#129.5.3.3 Design Public Meeting|EPG 129.5.3.3 Design Public Meeting]]).<br />
<br />
Notice of a virtual public event must comply with the requirements in [[#129.6.1 Advertisement for Public Hearing or Opportunity for a Public Hearing|EPG 129.6.1 Advertisement for Public Hearings]] or [[#129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting|EPG 129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting]] and [[#129.6.2 Procedures for Conducting Public Hearings|EPG 129.6.2 Procedures for Conducting Public Hearings]] or [[#129.5.2 Procedures for Public Meetings|EPG 129.5.2 Procedures for Public Meetings]] depending on the requirement. This shall include the requirement to develop and implement strategies to address Environmental Justice populations and Limited English Populations (LEP) where such populations are identified in the project area. Consultation with FHWA may be appropriate. Notice of a virtual public event must also include the following: <br />
<br />
:* clear instructions about how to attend and participate in the virtual portion of the public hearing (providing a specific webpage); <br />
:* an explanation of how the virtual public event will be conducted; and <br />
:* a statement that members of the public may, as an alternative to logging-on to the virtual portion of the public hearing, call or email district or project staff to ask questions about the project, access project materials, and submit public comments via email or letter.<br />
<br />
:* Participants in a virtual public event may be asked to enter their name and email address when commenting on a project or when asking to be added to a project contact list. <br />
:* A virtual public event must present the web address for a website where project materials will be posted for public viewing during and after the virtual public event. <br />
:* A virtual public event can include a presentation in accordance with [[#129.6.2 Procedures for Conducting Public Hearings|EPG 129.6.2 Procedures for Conducting Public Hearings]]. The presentation will include both audio and visual components. The presentation must indicate that participants may submit comments via email or letter or some other method. The presentation may be pre-recorded and uploaded for viewing at the scheduled public hearing time, and thereafter. <br />
:* A best practice is to set up an email address specific to that project to receive comments. <br />
:* Closed captioning should be used in all virtual meetings.<br />
:* The presentation must explain to participants in the virtual public event that they may call project staff during regular office hours or email project staff to ask questions about the project at any time in the project development process. <br />
:* Following the presentation, the virtual public event can include a comment period for members of the public to call a telephone number to verbally provide testimony. <br />
:* Strategies for communicating with LEP populations during the virtual events must be developed, including providing interpreters, if needed or requested, if that is the only public involvement being carried out. <br />
:* A transcript of the presentation given in the virtual public event must be prepared if the event is substituted or a component of a hearing. <br />
:* To the extent it is technologically feasible, the virtual public event should be recorded and posted on-line until at least the end of the allotted comment period. See the paragraph immediately following for further guidance on recording and posting.<br />
:* Following a virtual public event, the post-event activities set forth in EPG 129.6.2 Procedures for Conducting Public Hearings and [[#129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed|EPG 129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed]] will apply.<br />
<div id="If a virtual event"></div><br />
If a virtual event is recorded, the recording is then an open record under the Sunshine Law and must be retained according to the records retention schedule. Privacy concerns can be alleviated by announcing verbally, during the beginning of the virtual event, that the event is being recorded and will later be available at a predetermined location or by request. Additionally, a disclaimer at the beginning of the video should state that the opinions expressed during the event do not necessarily reflect the opinion of MoDOT or Commission (or consultant) and do not necessarily constitute MoDOT or Commission policy.<br />
<br />
'''Selecting VPI Tools'''<br />
<br />
Consider the needs of residents, commuters, and stakeholders when selecting VPI tools. Use familiar channels to inform the public about opportunities to comment and how to receive and view information. If possible, collect or request contact information and follow up comments or questions. Develop a PIP to help identify these tools.<br />
<br />
'''<center>Table 129.3, Selecting VPI Tools</center>''' <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE"|VPI Tool!! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Selection Criteria!! style="background:#BEBEBE" WIDTH=130|Asynchronous<br/>or<br/>Synchronous*!! style="background:#BEBEBE"|Cost<br />
|-<br />
|'''Project Website'''|| The project website should be the hub for public involvement. The website must be hosted on modot.org. Tools can be added to the project website, clearly communicating the pathways for public engagement. COCR staff can assist creation of the site, proper tags must be used and include route, county, district. || Update and inform large groups and individuals. Repository of all project information. || Asynchronous|| No cost <br />
|-<br />
|'''Webinars and Virtual Meetings '''|| Virtual meetings can be coordinated and streamed live with Microsoft Teams Live event. Attendees can join by computer, telephone, or app. The meeting recording can be added to the project website, MoDOT YouTube channel and shared on social media. Closed captioning should be used. Consultant partners can help organize logistics, videos and other materials.|| Update and inform large groups and individuals. || Synchronous|| No Cost <br />
|-<br />
|'''Fillable Comment Form'''|| This is a Word or PDF document with several options for submission. It can be emailed or printed and mailed. It can contain open-ended survey questions. SurveyMonkey or a Microsoft Form can also be used. Can also place on a web page.|| Offers a structure for comments and questions. Can be used to develop a project contact list while obtaining input. Can be used as basis for Q&A document or website. || Asynchronous|| No cost<br />
|-<br />
|'''Narrated PowerPoint'''|| This is a great tool for sharing project updates. The PowerPoint can be saved as a video and added to the project website; availability of the video can be communicated through social media and shared in a press release. || Project and construction updates.|| Asynchronous|| No cost <br />
|-<br />
|'''YouTube'''|| MoDOT has a YouTube channel where a meeting can be livestreamed or posted on the web for later viewing.|| Comments can be turned on or off; if turned on, then must respond either live during the event or later if posted on the web.|| Asynchronous || No cost <br />
|-<br />
|'''Online Surveys for Title VI'''|| Surveys are useful for collecting Title VI data and can be incorporated into virtual meetings. || Must be used at all virtual public meetings. Share a link in the announcements section of public meetings.|| Asynchronous|| No cost <br />
|-<br />
|'''MetroQuest Surveys'''|| MetroQuest or similar tools are excellent for public engagement. || Use with statewide or large projects. Great for reaching commuters and younger age groups on purpose and need and alternatives selection. || Asynchronous|| High cost <br />
|-<br />
|'''Telephone Townhall'''|| Telephone townhalls work well when internet access is limited; or when trying to engage people who do not use the internet. Cost for these services vary.|| Alternative to Microsoft Teams. Public can register in advance and only need a telephone to participate. Meeting materials and transcripts are available. || Synchronous|| Moderate cost<br />
|-<br />
|'''Social Media '''|| Use in coordination with other strategies. Use existing district accounts. Only designated CR staff can post and respond.|| Share meeting notices in advance and day-of on social media channels. Useful for quick and immediate information sharing. || Asynchronous ||No cost for posting. Social media ads can be purchased. <br />
|-<br />
|'''Public Access Cable TV'''|| Meeting recordings and/or Narrated PowerPoints can be broadcast.|| Great companion strategy used in coordination with other tools. Internet connection is not needed. || Asynchronous|| No cost to moderate cost<br />
|-<br />
|'''Drive-In Meetings'''|| Identify a location with strong Wi-Fi and designate it as a place for people to park and log into a virtual meeting. This strategy can be used to distribute information and for in-person meetings if sound and presentation equipment is available. || Excellent alternative to virtual meetings in areas with limited internet access. ||Synchronous|| Moderate cost<br />
|-<br />
|'''Phone Numbers'''|| Always use 1-888-ASK-MODOT, advise CR where to direct calls. || Alternative for those that prefer to provide verbal feedback rather than technical options. ||Synchronous|| No cost<br />
|-<br />
|'''Email Addresses'''|| A MoDOT project email can be created and directed to multiple emails (PM, CR, consultant). Designate who responds, PM or CR. || Great alternative for individuals that want more anonymity. Can be used to develop a project contact list while obtaining input. ||Synchronous|| No cost<br />
|-<br />
|colspan="5"|'''*''' Note: Synchronous VPI allows for a dialogue between individuals on either side of the virtual connection whereas asynchronous VPI is passive communication where an individual connects and is limited either to reading or seeing information and/or posting a comment, versus asking a question or making a comment and having it responded to in real time. Asynchronous does not allow direct dialogue. See [https://www.fhwa.dot.gov/planning/public_involvement/vpi/ FHWA's Virtual Public Involvement website].<br />
|}<br />
<br />
==129.4 Public Involvement Based on Environmental Document Type==<br />
[[image:129.4.jpg|right|300px|thumb|<center>'''Sign-in at public meeting'''</center>]]<br />
MoDOT Environmental and Historic Preservation staff coordinate with the FHWA to determine the level of environmental documentation for a proposed project. This determination is based on impacts and their intensity (i.e., significance) and therefore additionally influences the public involvement effort for a given project. It is important that MoDOT’s Environmental and Historic Preservation Section be involved in the development of public meeting materials for all types of classifications in order to avoid any pre-decisional language, and FHWA in particular for EA and EISs. If there is anticipated controversy for a proposed project, the PM will discuss the potential for controversy with MoDOT’s Environmental staff and FHWA to determine if additional action should be taken. (Refer to [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5]] for full definition.)<br />
<br />
===129.4.1 PCE===<br />
A Programmatic Categorical Exclusion (PCE) is the lowest level of environmental documentation and is assigned to projects with limited impacts, such as work restricted to existing pavement or within existing right of way, therefore having negligible project impacts. PCE classified projects tend to be non-controversial and require a minimal amount of public involvement (see [[#Table 129, Public Involvement by Type|Table 129, Public Involvement by Type]]) usually just routine methods such as news releases, posting on MoDOT’s website, social media, etc. that may be carried out by staff in various divisions. In most cases a PIP is not needed but any comments and responses from public involvement using any other outreach must be documented in the project files or the RES.<br />
<br />
===129.4.2 CE2===<br />
A documented Categorical Exclusion (CE2) is an environmental classification that requires FHWA approval and a more rigorous evaluation of impacts. These projects must have documented public involvement but in most cases a PIP may not be warranted. At the minimum, a public notice with a comment period, must be afforded to the public. Any comments and responses from public involvement using any outreach must be documented in the project files and the RES.<br />
<br />
===129.4.3 Environmental Assessment (EA)===<br />
[[image:129.4.3.jpg|right|250px|thumb|<center>'''Visuals at public meeting'''</center>]]<br />
The NEPA and Federal Highway Administration (FHWA) regulations, 23 CFR 771, require a public hearing or opportunity for a public hearing at a convenient time and place for the public to participate in any Federal-aid projects which require:<br />
:*significant amounts of new right-of-way <br />
:*substantially changes the layout or functions of connecting roadways or of the facility being improved <br />
:*a substantial adverse impact on abutting property<br />
:*a substantial social, economic, environmental or other effect <br />
:*or for which the FHWA determines that a public hearing is in the public interest<br />
<br />
An opportunity for public involvement is required for defining the purpose and need and the range of alternatives, for any action subject to the project development procedures in 23 U.S.C 139. <br />
<br />
A public hearing or opportunity for a public hearing is expected to occur after FHWA has approved the EA. If a public hearing is not held, the document must still be made available for public inspection for 30 days in accordance with 23 CFR 771.119 (e)(f) and [[#129.5 Public Meetings|EPG 129.5 Public Meetings]] and [[#129.6 Public Hearing|129.6 Public Hearing]]. Once a Finding of No Significant Impact (FONSI) has been issued, a notice of availability of the FONSI shall be sent to all agencies and made available for a minimum of 30 days, upon request by the public.<br />
<br />
After the project is initiated, and during the scoping process, the Project Manager and CR staff, and/or the consultant, develops the PIP. The PIP details the coordination and scheduling for an EA, coordinates agency and public participation in the development of the document, and becomes part of the administrative record. MoDOT staff must approve the PIP. <br />
<br />
===129.4.4 Environmental Impact Statement (EIS)===<br />
When MoDOT, in consultation with FHWA, has determined that an EIS will be prepared, a notice of intent (NOI) is published in the Federal Register (40 CFR 1508.22). A PIP detailing the coordination and scheduling for an EIS is developed early in the scoping process, prior to publication of the NOI. Public involvement is initiated to obtain public input on the purpose and need, alternatives, project schedule and other information necessary for the NOI content. This plan is developed by the Project Manager and CR staff, and/or consultant, and approved by MoDOT staff, to coordinate agency and public participation in the document development and is part of the administrative record. The EIS is a level of documentation for projects that have the potential to result in significant environmental impacts. <br />
<br />
The draft EIS must contain a summary of agency and public comments up to that point and include a request for public comment. Once the draft EIS is prepared and signed by FHWA and MoDOT, it shall be circulated for comment in the Federal Register for no less than 45 days. In addition, a public hearing or an opportunity for a public hearing must be held during this time. The draft EIS must be made available for a minimum of 15 days in advance of the hearing and also available at the public hearing. If the hearing is not held, a notice shall be placed in a newspaper similar to a public hearing notice that advises where the draft EIS is available to review, how copies may be obtained, and where the comments should be sent. If the FEIS and ROD will be combined, the draft EIS should include a notice on the cover sheet (40 CFR 1502.11) stating a combined document will be issued. The draft EIS should identify a preferred alternative, but if not, there may need to be additional opportunity for public and agency input on the preferred before the FEIS and ROD can be combined.<br />
<br />
The final EIS is then prepared after consideration of comments received and shall identify the preferred alternative, evaluate all reasonable alternatives, discuss substantive comments received on the draft, summarize public involvement, and describe mitigation measures. The final EIS shall be transmitted to any persons, organizations, or agencies that made substantive comments on the draft or requested a copy, no later than the time the document is filed with the EPA. A notice of availability (NOA) shall also be published in local newspapers and through DOT Order 4600.13, and a copy should be available for public review at institutions such as local government offices, libraries, and other public locations as appropriate. The Bipartisan Infrastructure Law (BIL) also establishes required coordination with other agencies.<br />
<br />
===129.4.5 Re-evaluations===<br />
Public involvement needs must also be reconsidered during the re-evaluation phase of a project if substantial time has elapsed since the last outreach effort and/or if the project changes warrant additional outreach. Changes might include additional project impacts to resources or to the public that were not initially considered. At a minimum, a 30-day public notice and accompanying comment period, must be afforded to the public. Any comments and responses from public involvement using any outreach methods must be documented in the project files and the RES.<br />
<br />
===129.4.6 Planning and Environmental Linkages (PEL)===<br />
Planning and Environmental Linkages (PEL) is a tool to integrate information, analysis, or products developed during planning to inform the NEPA process. Early and ongoing public participation contributes to the decision-making process. Public involvement and participation activities are flexible during the PEL process. When the public involvement plan is developed, consideration should be given to incorporating measures that satisfy public involvement requirements and objectives in other laws and orders, such as NEPA and environmental justice.<br />
The public involvement should model the requirements for the anticipated NEPA classification (Table 129).<br />
<br />
===129.4.7 Agency Scoping Meetings and Coordination===<br />
Meetings with interested governmental agencies are held on all projects with an environmental classification of EIS and EA, and some CE2s, unless prior consent is obtained from FHWA. Agency scoping meetings are held prior to the preparation of the location study/environmental report but following the preparation of the draft Purpose and Need document and the preliminary screening. <br />
<br />
Coordination with other agencies and groups is an integral part of the environmental process. Pertinent information obtained from pre-location meetings, agency scoping meetings or other coordination is made available to the public as a part of the public hearing. An up-to-date list of agencies and their addresses is available from the Design Division, Environmental and Historic Preservation section staff. <br />
<br />
At these meetings, the general nature of the proposed project is described, and comments are solicited from the agencies. Comments should be solicited and documented in the project file concerning the project's purpose and need, the range of alternatives and their impacts on the environment. Issues that cause little or no concern should receive less attention and time. The MoDOT Project Manager or districts’ consultant for the project, working through the environmental representative in the Design Division, is responsible for arranging this meeting, which shall include a FHWA representative. <br />
[[image:129.4.6.jpg|right|300px|thumb|<center>'''Environmental and Historic Preservation Staff at Cuivre River meeting'''</center>]]<br />
<br />
Prior to the meeting, the district supplies the Environmental and Historic Preservation office and FHWA with copies of the draft documents along with any other pertinent information concerning the proposed project the district intends to mail or email to all appropriate agencies. Once approved, the district mails or emails materials, with the meeting time and location, and invitation including a map showing the study area. <br />
<br />
The scope of the project is presented at the meeting. The MoDOT Project Manager facilitates the meeting and briefly presents the project Purpose and Need. Other topics unique to the specific project are presented and discussed. It may be appropriate to provide a general overview of known environmental and cultural constraints including a presentation of constraints (e.g. parks) sensitive or specific resources) provided by the MoDOT environmental and historic preservation specialist in attendance. Prior to the meeting, coordination must occur between the MoDOT Project Manager, district staff, FHWA, MoDOT environmental, Design Division, and consultant staff, if applicable, must occur to ensure appropriate materials and format are developed as all groups have a role in the meeting.<br />
<br />
==129.5 Public Meetings==<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffddcc" align="center" <br />
|-<br />
|[[#129.12_Glossary of Terms|Glossary Definition]]<br />
|- <br />
|'''Public Meeting:''' A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues. There are no formal requirements and can be tailored to meet department or community needs.<br />
|}<br />
<br />
<br />
A public meeting does not have the same requirements as a public hearing. Public meetings do not require any formal presentation and are tailored to meet department or community needs. There are different types of public meetings that MoDOT holds including Pre-Location Study Meetings, Location Study Meetings and Design Meetings. <br />
<br />
The MoDOT Project Manager (PM) is responsible for identifying the level of public involvement needed for a project. This includes scheduling and coordinating public involvement meetings in collaboration with the district communications (CR) manager and in cooperation with the Central Office Design Division for all projects, including those in which consultants are used. Adequate and appropriate MoDOT staff should be available to answer questions from the public during the meeting. Normally this includes the District Engineer, Project Manager, Area Engineer, CR manager, civil rights staff, and the project designer(s). Other staff, such as Environmental and Historic Preservation staff or Right of Way staff, should be included on a project-by-project basis. The Design Division is consulted when it is necessary for specialists from the Division to attend the meeting. If consultant staff are involved in the preparation of the project, appropriate members of the consultant team should also attend.<br />
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Public meetings can range from large informational presentations to small groups or one-on-one meetings with individuals. The “open-house” style is in an easy-to-navigate space where the public can come and go at their convenience. It allows members of the public to discreetly ask questions and talk with project representatives about their needs, concerns, and ideas. Visual aids, displays, and handouts are often provided as well as a station where public comments can be submitted for consideration. Displays in general should have the project title at the top of each board (i.e. Route H Bridge Replacement, Lincoln County). Open house meetings can be effective for introducing a proposed project to the public and stimulating an exchange of ideas. Small group meetings are useful for gaining information from community groups, underrepresented groups, neighborhood groups and advisory committees. Additionally, having the ability to utilize workshops, where large groups are organized into small discussion groups, serves to maximize the participation of all attendees while discouraging domination by a few groups or individuals. These small group meetings are not generally advertised to the general public; however, a summary of informal meetings shall be included in the project documentation in the RES, eProjects and the Administrative Record (if applicable).<br />
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===129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting ===<br />
Notices concerning public meetings or the opportunity for a public meeting will be published in local newspapers, on social media and on the district’s website at a minimum. The PM in cooperation with the CR manager drafts the notice to be published for the meeting or opportunity for the meeting. Notices should contain the project description, time, date, ADA and/or LEP accommodations and location of the meeting, as well as where project information can be viewed. The notice should contain language such as, “if assistance is needed in another language, please contact the (contact listed in the notice) by (date)”, or something more generic like “We are committed to providing equal access to this event for all participants. If you need a reasonable accommodation, please contact (contact listed in the notice) by (date).” Additionally, if the project area is known to speak a language other than English and the project impacts that population, the district will document how accommodations were made such as disseminating the public notice in that language as well. This information can be found by going to [https://data.census.gov/cedsci/ data.census.gov] and reviewing table B16001 and C16001 for a specified geographic location and the most recently available survey – either the ACS 5-Year Estimates or latest decennial census data. Additional assistance with this website and the tables can be obtained from MoDOT’s External Civil Rights (EC) Division. The PM can find the latest language contracts at [http://sp/sites/EC/programs/TitleVI/Forms/AllItems.aspx?RootFolder=%2Fsites%2FEC%2Fprograms%2FTitleVI%2FLimited%20English%20Proficiency%2FInterpreter%20and%20Translation%20Contracts&FolderCTID=0x0120007ECE07E5E0136B478E798E936AFA790C&View=%7B790BCE5D%2DD835%2D4AD1%2D9CBF%2D795EA5874ED5%7D Interpreter and Translation Contracts]. If an opportunity is published and the district receives no requests for a meeting, they document the opportunity for public meeting notice and that no requests were received.<br />
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[[image:129.5.1.jpg|right|450px|thumb|<Center>'''Major Project webpage'''</center>]]<br />
The information on the notice should also be available on the district’s website. Information from public meetings can be made available online as virtual public meetings through the district’s website. (Refer to [[#129.3 “Virtual” Public Involvement|EPG 129.3]]). <br />
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If the district believes other methods of advertising a public meeting would help increase public attendance, these options should be explored. Options may include direct patron mailings, flyers posted in high-traffic public areas, neighborhood newsletters, signs erected in the project area, or other means.<br />
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If the “open house” format is to be utilized, this procedure is explained in the notice. The notice of public meeting specifies that maps, drawings, appropriate environmental documents, other pertinent information developed by the department and written views received as a result of coordination with other agencies or groups, will be available for public inspection ([https://www.law.cornell.edu/cfr/text/23/771.111 CFR 771.111]). A copy of the notice shall be kept in eProjects or on CR Division sharepoint site.<br />
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===129.5.2 Procedures for Public Meetings===<br />
Public meetings are to be held at a place and time generally convenient for persons affected by the proposed undertaking and should be close to the project area. When selecting the time and location of the meeting, special consideration will be given to making the setting comfortable and accessible for all, including minority and disadvantaged populations (see [[#129.1 Environmental Justice, ADA, LEP and Title VI|EPG 129.1 Environmental Justice, ADA, LEP and Title VI]]). MoDOT’s PM and CR manager is responsible for determining the information to be provided and style of the meeting. The PM will coordinate with other appropriate staff including the MoDOT environmental representative, when necessary to ensure a productive and informative meeting. <br />
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The following are informational types of items that might be included in the meeting materials:<br />
:* The proposed project’s purpose and need. <br />
:* Describe the proposed project’s conformity with the goals and objectives of the area. <br />
:* Describe the problem to be addressed, why MoDOT is the appropriate agency to address them, and the reasonable process MoDOT will follow or has followed to come to a solution. <br />
:* Communicate the potential project impacts to the community and the efforts that would be made to minimize and/or mitigate those impacts ([https://www.law.cornell.edu/cfr/text/23/771.111 23 CFR 771.111(2)(v)]). <br />
:* Include information such as crash data, structural deficiencies, and capacity problems. <br />
:* Public requests may be cited as justification for the project. <br />
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It is the Project Manager’s responsibility to document everything (e.g. notices, comments, how comments are being addressed, commitments developed as a result of comments, all PI material), and then provide them to MoDOT Environmental for all Classes of Actions, including PCEs.<br />
<br />
===129.5.3 Types of Public Meetings===<br />
Essentially, MoDOT manages all types of public meetings similarly by providing a public meeting notice, conducting an open-house-style format, and obtaining comments from the public. The Commission directs MoDOT to conduct public involvement prior to Commission approval of Location and Design for significant projects. (Refer to [https://www.modot.org/media/31629 Commission policy 010-10-01-HWYS].) <br />
<br />
====129.5.3.1 Pre-location Study Meeting====<br />
A pre-location study meeting is a type of public meeting that may be necessary for an EA or EIS environmental classification, prior to the preparation of a location study (LS)/environmental report ([[:Category:126 Location Study and Alternatives Analysis|EPG 126 Location Study and Alternatives Analysis)]]. <br />
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The purposes of a pre-location study meeting are to describe the general nature of the proposed project to the public, and to obtain comments concerning the project's purpose and need, the range of alternatives and their impact to local communities and the environment of the area. The pre-location study meeting should help to determine the details of community values, goals and objectives and other areas of special interest of which the local citizens may be aware including history, archaeology, geology, biology, and public lands in the study area. The draft [[:Category:126 Location Study and Alternatives Analysis#126.3 Purpose and Need|Purpose and Need]], as accepted by FHWA and the Design Division, is furnished at the meeting for consideration and comment by the public to help define the Purpose and Need under [https://www.law.cornell.edu/uscode/text/23/139 23 USC 139]. Comments and information received at the meeting will be used to refine or expand the draft Purpose and Need prior to its inclusion as a section of the [http://epg.modot.mo.gov/index.php?title=Category:126_Location_Study_and_Alternatives_Analysis Location Study Report]. <br />
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Prior to the pre-location study meeting date, preliminary scoping, and screening and early constraint identification for wetlands, cultural resources, public use areas, etc., must be completed. Preliminary scoping may include scoping meetings for complex projects or written agency correspondence for less complex projects as determined by the Design Division and FHWA. The information from the screening and constraint identification is presented to the public at this meeting as it can limit potential for alternatives.<br />
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Displays available at the pre-location study meeting should be general in nature showing the entire study area with no definite solutions identified. Typically, one display should demonstrate all environmental and cultural constraints identified except the archaeological sites, threatened and endangered species, and caves. These are considered sensitive information and are not revealed to the public. Other displays might include information from the Purpose and Need concerning crash rates, and capacity and/or deficiencies of the existing facility. To assist the public in understanding the process, a [http://epg.modot.mo.gov/files/a/a1/129.1_Display_of_Alternatives.jpg display may be provided] showing the general process for completing a location study/environmental report with the pre-location study meeting stage highlighted. For projects where relocation of a route might be an option, it is helpful to provide a blank display on which the public can draw suggested alignments. The public can also identify potential environmental impacts such as family cemeteries, underground storage tanks, etc. This display and all meeting materials must be included in the environmental documentation (administrative record, eProjects, RES) as well as a summary, and any written comments and responses provided. <br />
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Comments and recommendations from the meeting will be used by the district to refine the purpose and need for the project, develop the range of reasonable alternatives, and develop the location study/environmental report.<br />
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====129.5.3.2 Location Public Meeting====<br />
A location public meeting is held to provide the opportunity for effective participation by interested persons in discussing specific location features, including the social, economic, environmental and other effects of all the reasonable project alternatives. These meetings afford the department an opportunity to receive information from sources that will be of value in choosing a preferred location. Location public meetings are typically part of the EA and EIS process but could be held for a CE2 or PCE as well. It may be acceptable to hold a combined location and design public meeting for CE2 projects. A summary of the meeting is submitted to the state design engineer for location approval of a PCE and CE2 projects in the form of a Conceptual Study Report. For location approval of EA and EIS processes, Commission approval is needed. <br />
When a location public meeting is to be held for an EA or EIS, it is typically held after FHWA approves the EA or Draft EIS for public review. In the case of an EIS project, once the draft EIS is signed, a notice of availability (NOA) is published by the Environmental Protection Agency (EPA) once they receive the approved draft EIS in Washington D.C. The district may then advertise for the location public meeting. For a project with an environmental classification of CE2, a location public meeting may be held after the conceptual plan is approved.<br />
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====129.5.3.3 Design Public Meeting====<br />
A design public meeting is offered for projects where input from the public is needed on the design of a proposed project, regardless of environmental classification. The design public meeting should be considered by the PM for projects that substantially change, temporarily or permanently, the function of the roadway or may have an impact on the use of the roadway. A meeting will be considered, even if not "required", if the impact on the traveling public, adjoining property owners and businesses in the area is considered to be substantial. Additional consideration should be given for large projects, those that have many parcels or heavy public interest. Additionally, a design public meeting should be considered anytime a project impacts alignment (vertical or horizontal), impacts the roadway typical section, changes permanent traffic control infrastructure (stop control to signal control), minor right of way impacts, impacts other modes of transportation, road closures or detours (impacts to users are significant), potential environmental impacts, significant public interest in the project, controversial projects, major project that don’t require public hearings, cost share or cost apportionment projects in which we have other partners in delivering a project, projects that will be long in duration (more than one season to complete), etc. One principal indicator for when a design public meeting should be considered would be on projects that require a preliminary plan.<br />
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This is left to the discretion of the District Engineer, in consultation with the PM. A meeting may be desirable to advise local officials, EMS, school districts (bus routes), motor carriers (OWOD permits), adjacent property owners and other users of the details of the project. For instance, bridge replacement projects that close the road during construction should have a public meeting or opportunity for a public meeting to inform the public of the closure. If a public meeting is not held, reasons should be well-documented in eProjects. If the projects involves Noise, Section 106, Section 4(f) or Section 6(f) lands, the Design Public Meeting can contribute to the requirements of those issues. (See [[#129.7 Noise Wall Public Meeting and Voting|EPG 129.7 Noise Wall Public Meeting and Voting]], [[#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]] and [[#129.9 Section 106 and Tribal Consultation|EPG 129.9 Section 106 and Tribal Consultation]]). A “virtual” design public meeting can be substituted for a design public meeting.<br />
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These criteria are considered a minimum level for which a public meeting or opportunity for a meeting is required. Authority to conduct the design public meeting is given with the District Engineer's approval of the preliminary plans. At design public meetings, the preliminary plans and other exhibits from the location study are displayed. Pertinent information about the location alternatives studied and reasons for selecting the proposed location are discussed. Details of the effect of the proposed design on individual properties are discussed along with information about the design alternatives studied. <br />
<br />
A meeting will be considered, even if not "required", if the impact on the traveling public, adjoining property owners and businesses in the area is considered to be substantial. Additional consideration should be given for large projects, those that have many parcels or heavy public interest. This is left to the discretion of the District Engineer, in consultation with the PM. A meeting may be desirable to advise local officials, EMS, school districts (bus routes), motor carriers (OWOD permits), adjacent property owners and other users of the details of the project. A summary of the meeting is submitted to the state design engineer for design approval and housed in eProjects.<br />
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==129.6 Public Hearing==<br />
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|-<br />
|'''Temporary Virtual Public Involvement During the COVID-19 Pandemic'''<br />
|-<br />
|FHWA will temporarily allow all public involvement activities previously conducted in-person to exclusively use virtual technologies and techniques that fulfill the essential purposes of the in-person public involvement during the COVID-19 pandemic. A [[media:129.3 temporary.docx|Q&A Sheet about temporary virtual public involvement]] is available.<br />
|}<br />
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|-<br />
|[[#129.12_Glossary of Terms|Glossary Definition]]<br />
|- <br />
|'''Public Hearing:''' 23 U.S.C. 128. A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues. Federal requirements apply such as a legal advertisement, prescribed time for notice before the hearing, and full account of all comments and response to comments.<br />
:*A formal hearing consists of an opening statement, a period for statements and questions from the public, and a closing statement. <br />
:*An open house format public hearing is one where the public can come and go and are able to ask questions of project representatives as well as a station where public comments can be officially recorded. Visual aids, display and handouts are often provided.<br />
:*Required for significant amounts of right-of-way, substantially changes the layout or functions of connecting roadways or of the facility being improved, has substantial adverse impact on abutting property, other has a substantial social, economic, environmental or other effect, or for which FHWA determines that a public hearing is in the public interest.<br />
|}<br />
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Public hearings have federal requirements, such as a legal advertisement, prescribed time for notice before the hearing, and a full account of all comments, along with the department’s response to those comments. Public hearings or opportunities for a public hearing are required for any Federal-aid project that “requires significant amounts of right-of-way, substantially changes the layout or functions of connecting roadways or of the facility being improved, has substantial adverse impact on abutting property, otherwise has a significant social, economic, environmental or other effect, or for which FHWA determines that a public hearing is in the public interest.” (Refer to [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.111]). Refer to the box immediately to the right for information about virtual public involvement.<br />
<br />
Formal public hearings consist of an opening statement, a period for statements and questions from the public, and a closing statement. The following is a list of actions and statements that take place at all formal public hearings: <br />
:* The public hearing is conducted in a business-like manner, with questions answered as completely and unbiased as possible. <br />
:* The following statement will be made at all hearings: "This project is being processed in accordance with federal rules and regulations. Plans will be subject to review by FHWA. If federal funds are used in right of way acquisition and/or construction, the percentage of federal funds used will be in accordance with current regulations". <br />
:* The tentative schedule of right of way acquisition and construction is mentioned. It is limited to a statement that once design approval is received, the department will proceed with design and right of way acquisition and construction will take place when funds are available. A statement is included that the improvement under consideration is on the [[121.3 The Statewide Transportation Improvement Program (STIP)|State Transportation Improvement Program (STIP]]). <br />
:* Projects requiring a public involvement hearing due to facility expansion of a route must have a presentation of the proposed acquisition plan for the attendees and provide the [http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf “Pathways for Progress”] brochure and [http://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx “Residential Relocation Brochure”] or [http://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx “Business Relocation Brochure”]. The "Pathways for Progress" brochure explains the various steps in acquisition of property required for a highway project. If the proposed project is approved, you may be contacted by a representative of the department at the beginning of the acquisition process and all features in this brochure will be discussed in detail with each property owner.<br />
[[image:129.6.jpg|right|350px|thumb|<center>'''Buck O'Neil Bridge Public Hearing'''</center>]]<br />
:* In the event the project requires relocations services, the public will be informed regarding the relocation assistance procedures and the process involved in relocating. The “Business Relocation Brochure” or “Residential Relocation Brochure” explain relocation benefits for displaced property owner(s) in detail to prepare for the individual meetings with MoDOT staff. In addition to this statement, it is necessary to discuss the number of individuals, families, businesses, etc. that may be relocated by the project under consideration; and whether studies indicate there is adequate replacement housing available. If sufficient comparable replacement housing is not available, we must indicate that we are committed to provide last resort housing. It is also necessary to state that no one will be displaced from their residence unless an appropriate replacement dwelling is available or provided. <br />
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Informal or “open house” type of Public Hearings is a style that is in an easy-to-navigate space where the public can come and go at their convenience. The “open house” style allow members of the public to discreetly ask questions and talk with project representatives about their needs, concerns, and ideas. Visual aids, displays, and handouts are often provided as well as a station where public comments can be submitted for consideration. Open house meetings can be effective for introducing a proposed project to the public and stimulating an exchange of ideas. <br />
<br />
The following is a list of possible displays and/or handouts to inform the public about a project at the public hearing:<br />
:* The proposed project’s purpose and need, goals, objectives and problems or solutions. <br />
:* Communicate the potential project impacts to the community and the efforts that would be made to minimize and/or mitigate those impacts (see [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.111(2)(v)]). <br />
:* Information such as crash data, structural deficiencies, and capacity problems. <br />
:* Proposed project schedule.<br />
:* Projects requiring a public involvement hearing due to facility expansion of a route must have a presentation of the proposed acquisition plan for the attendees and provide the “Pathways for Progress” brochure and “Residential Relocation Brochure” or “Business Relocation Brochure”. The "Pathways for Progress" brochure explains the various steps in acquisition of property required for a highway project. If the proposed project is approved, you may be contacted by a representative of the department at the beginning of the acquisition process and all features in this brochure will be discussed in detail with each property owner.<br />
:* In the event the project requires relocation services, the public will be informed regarding the relocation assistance procedures and the process involved in relocating. The "Business Relocation Brochure” or “Residential Relocation Brochure” explain relocation benefits for displaced property owner(s) in detail to prepare for the individual meetings with MoDOT staff. In addition to this statement, it is necessary to discuss the number of individuals, families, businesses, etc. that may be relocated by the project under consideration; and whether studies indicate there is adequate replacement housing available. If sufficient comparable replacement housing is not available, we must indicate that we are committed to provide last resort housing. It is also necessary to state that no one will be displaced from their residence unless an appropriate replacement dwelling is available or provided.<br />
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===129.6.1 Advertisement for Public Hearing or Opportunity for a Public Hearing===<br />
Notices concerning public hearings will be published as a legal notice in a newspaper having general circulation in the vicinity of the proposed project. Additional paid advertisements are encouraged to ensure maximum public input. Notices of public hearings shall have a description of the project, specify the date, time and location of the hearing as well as where to find the project documents for viewing. Refer to [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.119(d-f) and (h)] and [[#129.4.3 Environmental Assessment (EA)|EPG 129.4.3 Environmental Assessment (EA)]] for timelines related to an EA. <br />
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The public hearing is to be held at a place and time generally convenient for persons affected by the proposed undertaking and close to the project location. In addition to publishing a notice of public hearing, the district provides news releases to the newspaper and social media at the same time as the official notice is published and again approximately 5 to 12 calendar days prior to the date of the hearing. The district will also place the news release on their website. The news releases generally contain the same information included in the official notice. An email notification is sent through e-updates or other email distribution lists for the proposed project area. The notice shall contain language such as, “if assistance is needed in another language, please contact the (contact listed in the notice) by (date)”),” or something more generic like “We are committed to providing equal access to this event for all participants. If you need a reasonable accommodation, please contact (contact listed in the notice) by (date).” Additionally, if the project area is known to speak a language other than English and the project impacts that population, the district will document how accommodations were made such as disseminated the public notice in that language as well. This information can be found by going to [https://data.census.gov/cedsci/ data.census.gov] and reviewing table B16001 and C16001 for a specified geographic location and the most recently available survey – either the ACS 5-Year Estimates or latest decennial census data. Additional assistance with this website and the tables can be obtained from MoDOT’s EC Division. The PM can find the latest language contracts at [http://sp/sites/EC/programs/TitleVI/Forms/AllItems.aspx?RootFolder=%2Fsites%2FEC%2Fprograms%2FTitleVI%2FLimited%20English%20Proficiency%2FInterpreter%20and%20Translation%20Contracts&FolderCTID=0x0120007ECE07E5E0136B478E798E936AFA790C&View=%7B790BCE5D%2DD835%2D4AD1%2D9CBF%2D795EA5874ED5%7D Interpreter and Translation Contracts].<br />
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In addition to the news releases, specific notification by letter of meetings is made to impacted property owners, business owners, service providers (sheriff, police, fire, schools, post office, emergency, etc.) community leaders, planning commission representatives, local representatives of state and federal resource agencies and any special interest groups, where they can be present or set up displays if they have projects going on in the area for which public questions are anticipated. The districts maintain a mailing list so interested agencies, local officials, groups or individuals are sent a notice of the public hearing by mail/email. <br />
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If the district believes other methods of advertising a public hearing would help increase public attendance, these options should be explored. Options may include direct patron mailings, flyers in public areas, signs erected in the project area or other methods.<br />
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If the open house format is to be utilized, this procedure is explained in the notice. The notice of public hearing specifies that maps, drawings, appropriate environmental documents, other pertinent information developed by the department and written views received as a result of coordination with other agencies or groups, will be available for public inspection ([https://www.ecfr.gov/cgi-bin/text-idx?SID=501c79f3d47331fb90d292fffe21e053&node=se23.1.771_1119&rgn=div8 CFR 771.119]). The notice also specifies this information is available in the appropriate district office and FHWA. If appropriate, the documents can also be placed at some other convenient location such as a courthouse, city hall or library for public inspection and/or copying. <br />
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The information is also to be made available on the district’s website. The public hearing information should include pdfs of the materials presented at the public meeting and provide an online comment form option if running concurrent with the hearing.<br />
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By federal statute, the notice of public hearing is published a minimum of 15 calendar days prior to the date of the hearing, however, MoDOT prefers to publish the notice 21 days prior to the date of the hearing. The draft notice is sent to FHWA, Design Division Environmental Section, and the core team for approval. The notice shall be included in eProjects, or CR Division Sharepoint site for project documentation.<br />
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If, in the judgment of the District Engineer, with input and approval from FHWA, a public hearing is not expected due to unknown events, the district shall advertise the opportunity for a public hearing at the start of the 30-day comment period. Additionally, letters to individual property owners, business owners, service providers (sheriff, police, fire, schools, post office, emergency, etc.) and other interest groups can be distributed. In addition to or instead of the information required for the notices and news releases described above, the notice of opportunity for a public hearing includes instructions concerning how to request a public hearing. All requests for a hearing must be in writing and must be acknowledged in writing by the District Engineer. Any comments requesting a public hearing and how they were addressed will be incorporated into the EA. <br />
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This notice is published as either a paid advertising notice or a legal notice, or in a more commonly viewed section of the newspaper and submitted as a news release and other common ways to advertise. This notice advises the public of a deadline for the request for a public hearing and comment period. The deadline for submission of a request to hold a public hearing is 21 calendar days, however, the public may still comment on other aspects of the project for a full 30 calendar day period.<br />
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If a request is received, the district may contact the individual to discuss their concerns with the project and potentially remedy the request. The person making the request is allowed 14 calendar days to withdraw their request in writing. A public hearing is held if the request is not withdrawn. <br />
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If the district receives no requests for a hearing, they document the opportunity for public hearing notice and certify that no requests were received. The public is still afforded the opportunity to comment during the normal comment period. This documentation and certification is forwarded to the Design Division.<br />
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===129.6.2 Procedures for Conducting Public Hearings===<br />
The district conducts the public hearing with assistance from the Design Division. Two procedures may be used to conduct public hearings: the traditional formal speaker-audience format, or the open house format. The selection of format is at the discretion of the District Engineer with assistance from the Design Liaison Engineer and PM and should be based on an analysis of the project’s specific conditions. This analysis must include consideration of minority and low-income populations, with the goal of using a format that proactively engages these populations. The recommended open house format tends to be comfortable for a wider variety of people. The open house format will still require a court reporter on hand to transcribe and record official comments, which then become part of the official transcript. In the event a court reporter is not used, the district shall still be required to document written and verbal comments from the public.<br />
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At a public hearing, the following must be provided: project purpose and need; information demonstrating consistency with local urban planning goals and objectives; project alternatives and major design features; social, economic and environmental impacts; relocation assistance program and the right of way acquisition process; and MoDOT’s procedures for receiving written and oral public statements (see [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm CFR 771.111]).<br />
[[Image:129.6.2.jpg|right|300px|thumb|<center>'''I-270 Public Meeting'''</center>]]<br />
Preparation of all exhibits and displays is the responsibility of the district, in coordination with MoDOT Environmental and FHWA, and will be retained for possible use at future meetings. The exhibits of the project area will be of sufficient quality and scale so property owners can clearly identify their property. Multiple sets may also be appropriate if anticipating large crowds. It is recommended that a wide corridor be shown but not design features, since these are subject to change. Additional exhibits showing traffic, crash, environmental, economic, or other data will also be displayed. They should show all known constraints, both environmental and engineering. Typically, these include one display showing all environmental and cultural constraints identified except the archaeological sites, threatened and endangered species and caves. These are considered sensitive information and are not displayed for the public. This display and all meeting materials must be included in the environmental documentation (administrative record, eProjects, RES) as well as a summary, and any written comments and responses provided. <br />
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===129.6.3 Transcripts ===<br />
The district is responsible for the preparation of an accurate written transcript of the oral proceedings and verbal input of each public hearing whether formal or open house style. This may include the use of a tape recorder, a court recorder, or any reliable method that will assure a verbatim transcript to record comments from the public. Shorthand notes are not adequate. Recordings are retained as part of the administrative record and kept with the project file. Public comments expressed at the hearing but not recorded will also be noted. One copy of the transcript is prepared in the district office for submission to the Design Division and FHWA.<br />
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The transcript is created and saved in eProjects and must also include the following summary contents in this order: <br />
:* Executive Summary that describes and discusses issues identified at the hearing or during the open comment period. No recommendations are included in this summary. <br />
:* Project information handout <br />
:* Double-spaced transcript of any oral hearing proceedings <br />
:* Color location map(s) showing the alternate locations presented (location public hearing only) or the location of the recommended design (design public hearing only) <br />
:* Data pertinent to statements or exhibits used or filed in connection with the public hearing <br />
:* Data pertinent to information made available to the public prior to the public hearing <br />
:* Pertinent correspondence <br />
:* Copy of all written comments received and substantive comments addressed.<br />
<br />
The following material will not be included in the hearing transcript but must still be maintained as part of the administrative record in the project file: <br />
:* Data pertaining to newspaper advertising. This covers the descriptive notice as well as letters to newspapers requesting publication of a public hearing notice. <br />
:* Informative letters to FHWA. <br />
:* Letters to agencies, interested parties and tribes concerning notification of a public hearing and listing of agencies so notified except where Section 4(f) and Section 6(f) lands are affected. <br />
:* List of names of people attending the public hearing. <br />
:* Plan sheet prints or similar large material bulky in nature unless they can be conveniently included. <br />
:* Other data such as copies of letters from the Central Office, listing of information made available to the public prior to the public hearing, etc. <br />
:* Preliminary plans used as exhibits at the public hearing. <br />
:* Right of way or relocation brochures. <br />
:* Additionally, a [[media:Commission_Backup_Form_Blank.dotx|Commission Backup Form]] is submitted with the Letter of Transmittal by email from the District Engineer to the Design Division. The Letter of Transmittal and Commission Backup Form are not made a part of the transcript. The Letter of Transmittal addresses any substantive comments from the public hearing and includes the number of people who attended, recommendations, and general project information. The Letter of Transmittal from the District Engineer will also certify that the public hearing was held in accordance with all applicable rules and regulations, and that the department has considered possible social, economic, and environmental effects of the proposed improvement together with its conformity with local planning goals and objectives.<br />
<br />
For EA and EIS projects, the Design Division sends FHWA a copy of the transcript so substantive issues to be addressed in the EA decision document or Final EIS can be considered prior to submittal of the document for FHWA's approval. FHWA must approve the FONSI or Record of Decision (ROD) prior to Commission approval of the location. The Design Division will provide a copy of the transcript, with executive summary, to FHWA for their review and comment. No department recommendation will be provided to FHWA at this time. FHWA will provide comments to the department concerning the issues identified as a result of the public hearing. Their comments will be considered in the development of the department's recommendations to the Commission. It is desirable that the submission of the transcript and executive summary to the Design Division be made within a reasonable period (usually less than two months) after the public hearing. <br />
<br />
Prior to submitting the transcript to the Design Division, the district makes the transcript and related material available for public inspection and copying at the district office. <br />
<br />
The Commission Backup Form and final transcript will be saved in eProjects by the district. <br />
<br />
In the event a scheduled public hearing is not held, a letter conveying information pertaining to the scheduled hearing will suffice in lieu of a transcript.<br />
<br />
===129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed===<br />
Commission approval of the location or design of an improvement is required for the following: <br />
:* The location of all projects classified as an EA or an EIS. <br />
:* The design of all projects requiring total additional right of way and permanent easements greater than 20 acres in rural areas or 100,000 square feet in urban areas.<br />
:* Controversial projects.<br />
[[Image:129.6.4.jpg|right|300px|thumb|<center>'''MHTC Meeting'''</center>]]<br />
Commission policy requires public involvement be carried out for those projects that meet the above thresholds. A procedure governing the presentation of information to the Commission for location or design approval following a public hearing or meeting is stated below. Location, design, and combined location and design public hearing transcripts are submitted to the Design Division through email. The district must receive Commission approval at this stage before further development of the plans can be accomplished.<br />
:* The district submits one copy of the transcript or documentation from the public involvement plan, together with the executive summary, Commission Backup Form and location sketch for the Commission exhibit, to the appropriate design liaison engineer in the [https://modotgov.sharepoint.com/sites/DE/ Design Division]. <br />
:* The transmittal letter must include the district’s recommendations concerning how to address the issues identified as a result of the public involvement. <br />
:* The DLE will then submit the information via e-mail addressed to “Commission Exhibit”.<br />
:* For each item placed on the monthly Commission agenda, any conflict of interest for the Commissioners must be established. A Commission property layer is available on [http://tmsmaps/ TMS maps] for easy review (Under STIP and Commissioner Property Detail). A MHTC Agenda Item Checklist must be included for any agenda item for which there is a conflict (i.e., a Commissioner owns property within one mile (1.6 km) of the project). The SIMS Reports: MHTC Agenda Checklist and MHTC Agenda Checklist for Design can be used to identify known property conflicts. Additionally, District Right of Way and Chief Counsel's Office can provide information on potential conflict of interest areas for projects within the district. In the event a possible conflict does exist, the MHTC Agenda Item Checklist identifies the name of the Commissioner and the location of the property of concern. This information is provided for the Commission Secretary and Chief Counsel's Office use. If no conflicts exist, the e-mail must indicate that no conflict of interest exists. <br />
:* To properly schedule hearing information for presentation to the Commission for design approval, the district will provide the information to the Design Division according to the Commission meeting [http://sp/sites/de/Admin/Schedules/agenda%20checklist-backup%20schedule%20for%202020.pdf schedule requirements]. This will allow for a two working-day review and ensure the item has been thoroughly discussed before it is placed on the Commission agenda. <br />
:* If a difference of opinion develops between the Design Division and the district concerning recommendations to the Commission, the director, the chief engineer, or the asst. chief engineer will be consulted to reach consensus. The recommendation provided to the Commission indicates the department’s formal determined position and not that of a single district or division. <br />
:* With the information received from the district, the Design Division will ensure the item is placed on the Commission agenda and [[media:Commission_Backup_Form_Blank.dotx|Commission backup]] is provided to the Commission. Based upon this information, the Design Division will place the item on the regular or consent portion of the meeting agenda. In doing so, a consistent format will be maintained for the Commission's benefit. <br />
:* When the item is placed on the Commission's regular agenda (because of controversy or public interest), the District Engineer will attend the Commission meeting and present the item for approval. If the item is placed on the Commission's consent agenda, it is preferred the District Engineer attend the meeting to answer questions from the Commission in the event it is transferred to the regular agenda. <br />
<br />
Following Commission action, the Design Division will prepare the necessary Commission minutes. <br />
<br />
After the Commission has approved the location of the proposed improvement, design beyond preliminary design of the project may continue. FHWA must approve the FONSI or ROD prior to Commission approval of the location. After the Commission has approved the design of the proposed improvement and the District Engineer has approved right of way plans developed in accordance with [[:Category:236 Right of Way|EPG 236 Right of Way]], acquisition of right of way may begin.<br />
<br />
==129.7 Noise Wall Public Meeting and Voting==<br />
For projects with noise impacts where noise abatement is both reasonable and feasible, a noise wall public meeting is required. Refer to [[127.13 Noise#127.13.8 Noise Wall Public Meeting and Voting|EPG 127.13.8 Noise Wall Public Meeting and Voting]] for guidance. <br />
<br />
==129.8 Section 4(f) Lands==<br />
Section 4(f) of the Transportation Act of 1966 specifies that a transportation project requiring the use of publicly owned parks, recreation areas, wildlife and waterfowl refuges, and other considerations as determined by FHWA, or publicly or privately-owned historic sites listed or eligible for listing on the National Register of Historic Places can be approved only if there is no feasible and prudent alternative or is a de minimis impact to using that land and if all possible planning is done to minimize harm to the property. These types of properties are often referred to as Section 4(f) resources (refer to [[127.10 Section 4(f) Public Lands|EPG 127.10 Section 4(f) Public Lands]]).<br />
<br />
The level of public involvement required for Section 4(f) properties is dependent on how the use of the property will be documented for approval by FHWA. The Environmental and Historic Preservation Section must be consulted for appropriate public involvement for Section 4(f) properties.<br />
<br />
For parks, recreation areas, or refuges, when there is a specific or isolated population that uses the Section 4(f) property, a more direct contact approach such as targeted mailing can be used. When it is unknown who uses the property, or the users come from a much larger geographic area, the public involvement requirement may involve a public meeting and/or hearing. If a public meeting or hearing will be used to satisfy the public outreach requirements of Section 4(f), be sure to clearly disclose such in the meeting or hearing notifications and advertisements. Refer to [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx 23 CFR 774.5 (b)(2)(i)]. For historic properties, public notice and comment, beyond that required in 36 CFR 800, is not obligatory. Refer to [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx (23 CFR 774.5 (b)(1)(iii))].<br />
<br />
'''''Historic de minimis '''''<br />
<br />
For historic de minimis the public involvement process mirrors the Section 106 public involvement process. Refer to [[#129.9 Section 106 and Tribal Consultation|EPG 129.9]].<br />
<br />
'''''Parks, recreation areas, wildlife and waterfowl refuge de minimis'''''<br />
<br />
Parks, recreation areas, wildlife and waterfowl refuges shall have, at a minimum, a public notice and an opportunity for public review and comment. If the project does not require a public meeting, other means must be made to provide the public information on the Section 4(f) resource, impacts on it, and an opportunity to comment on the proposed de minimis determination. The notice shall be a minimum 10-day public notice and comment period and looks similar to the public meeting advertisement. Consult your CR manager for what is most appropriate for the area in question. This information can be made public through a press release in a newspaper, social media posts, comment cards left at the facility, sign-boards, hand-outs, etc. The notice should consider the resource and how the users of that resource are most likely to be reached. The public notice or opportunity for comment may be combined as part of other public involvement for the project, such as for NEPA, if the proposed impacts and findings related to the Section 4(f) properties have been determined.<br />
<br />
If a public meeting is held, the materials at the public meeting should include information that identifies parks as Section 4(f) properties, identifies the characteristics of any parks in the project area, and include that a de minimis determination will be sought under 23 CFR 774. <br />
<br />
The 4(f) evaluation shall be provided to the official with jurisdiction (OWJ) over the 4(f) property for coordination and comment. The OWJ(s) cannot approve the use of the property until after the public comment period has ended and public feedback has been provided. Any comments shall be addressed in the de minimis documentation. The public feedback must be provided to the OWJ(s) for consideration as part of the evaluation. The de minimis evaluation form, maps, OWJ concurrence, and the public involvement materials are submitted to FHWA for comment and approval. The materials are then included in the NEPA administrative record and/or the RES for the project. <br />
<br />
'''''Programmatic Evaluation '''''<br />
<br />
The project shall include public involvement activities that are consistent with the specific requirements of 23 CFR 771.111, Early coordination, public involvement and project development. For a project where one or more public meetings or hearings are held, information on the proposed use of the Section 4(f) property shall be communicated at the public meeting(s) or hearing(s).<br />
<br />
'''''Temporary Occupancy'''''<br />
There are no regulatory requirements for public involvement for the temporary occupancy of a Section 4(f) resource. If a Section 4(f) resource will be used in such a matter, and it is known prior to a public meeting, the public meeting should include information on the Section 4(f) resource and the nature of impacts and how the resource will not be permanently damaged by the project.<br />
<br />
'''''Individual Section 4(f)'''''<br />
<br />
If an Individual Section 4(f) Evaluation is part of an EA or EIS, the draft Section 4(f) is included in the document which is made available for the public, and the public comment periods and methods overlap. For an EA or EIS, the draft Section 4(f) Evaluation must be included in the EA or draft EIS (DEIS) and FHWA must approve the draft Section 4(f) Evaluation as part of the approved EA or DEIS before the location public hearing can be held. The approved draft Section 4(f) Evaluation is provided to the U.S. Department of the Interior (DOI) for comment. A 45-day public comment period runs concurrently with the DOI review and comment. Typically, the notice is similar to a public meeting advertisement. For EISs, this occurs automatically with circulation of the DEIS. The environmental specialist circulates the approved Draft Section 4(f) Evaluation accompanying an EA or separate Section 4(f) Evaluations prepared for projects classified as CEs to DOI for comment. A Final Section 4(f) Evaluation that addresses any substantive comments is included with the Finding of No Significant Impact (FONSI) or Final EIS (FEIS). <br />
<br />
If the project is a CE, there is a 30-day public comment period during the 45-day DOI review period, usually they end on the same date. A notice about the availability of the document is placed in the local newspaper and MoDOT website, an electronic copy of the document is placed on the project website, and a hard copy is placed in a local repository (city hall, county courthouse or public library). For CE projects, the environmental specialist prepares a separate Final Section 4(f) Evaluation. Comments should be sent by letter to the District Engineer. FHWA approval of the Final Section 4(f) Evaluation is integrated with location approval, which allows detailed design to begin.<br />
<br />
==129.9 Section 106 and Tribal Consultation==<br />
<br />
Section 106 of the National Historic Preservation Act requires that the public be offered the opportunity to receive information about and comment on the project's effect on historic properties. Section 106 also requires a federal agency to notify the public of proposed projects and offer the public an opportunity to provide input in a timely manner. The project's impacts on historic properties should be identified and discussed at public meetings. Documentation of public input or knowledge regarding these impacts is required in eProjects or the RES. A member of the public with a demonstrated interest in an undertaking may request and receive consulting party status from the federal agency. The district should work with the Historic Preservation Section to coordinate HP involvement in public meetings when there are historic properties present on a project.<br />
<br />
Below is the guidance provided by the Advisory Council on Historic Preservation on what are the minimum standards for public involvement, public notice and information standard ([https://www.law.cornell.edu/cfr/text/36/part-800 36 CFR PART 800] 2(d) & 6(a)(4)):<br />
<br />
:“At a minimum, the Agency Official has to provide an opportunity for the public to examine the results of the agency's effort to identify historic properties, evaluate their significance and assess the undertaking's effects upon them. When adverse effects are found, the Agency Official must also make information available to the public about the undertaking, its effects on historic properties and alternatives to resolve the adverse effects and must provide the public an opportunity to express their views on resolving adverse effects. The precise method of meeting these standards is left up to the Agency Official and may be guided by other applicable agency public involvement procedures. The agency can adjust the level and method based on the circumstances of the undertaking, as provided for in Sections 800.2(d) and 800.6(a)(4).”<br />
<br />
:“At a minimum, public notice should be designed to effectively inform the public about the nature of the undertaking, its effects and the public's likely interest in it. As for information, the documentation standards of Section 800.11 set requirements for the record at various steps in the process. These materials should be available to the public, unless constrained by legitimate confidentiality concerns. Other than Section 800.11's documentation standards, there is no special prescribed public notice and information standard for Section 106. Efforts to inform the public for other planning and environmental review purposes should be a guide to adequate efforts to meet Section 106 needs.”<br />
<br />
Besides the public, Section 106 also requires federal agencies to consult on a “government-to-government” basis with federally-recognized tribes and nations with ancestral, historic, and ceded land connections to Missouri to facilitate avoiding or minimizing project impacts to cultural resources that a tribe considers of historical or religious significance. Consultation means the process of seeking, discussing, and considering the views of others, and where feasible, seeking agreement with them on how historic properties should be identified, considered, and managed. The federal government's unique relationship with tribes is derived from the U.S. Constitution, treaties, Supreme Court decisions, federal statutes, and executive orders. The Federal Highway Administration cannot delegate its government-to-government responsibility and overall consultation and coordination duties. However, if a tribe agrees in advance, FHWA may rely on MoDOT to carry out day-to-day, project-specific coordination and consultation. FHWA remains legally responsible for all findings and determinations.<br />
<br />
==129.10 Railroads==<br />
<br />
The district advises all railroads in the affected project area by sending a notice to the railroads' chief engineers when the project affects railroad lines, railroad yards or industrial properties belonging to the railroad. Preliminary layouts through yards or industrial areas are discussed with the railroads to ensure their current plans are not in conflict with the proposed project. This is done in coordination with the [http://sharepoint/systemdelivery/mo/Pages/default.aspx Multimodal Operations Division]. <br />
<br />
==129.11 Public Involvement for Storm Water==<br />
<br />
Refer to [[127.29 Stormwater#127.29.5 Public Involvement for Stormwater|EPG 127.29.5 Public Involvement for Stormwater]].<br />
<br />
==129.12 Glossary of Terms==<br />
<br />
'''Categorical Exclusion (CE):''' A category of actions that based on past experience with similar actions, do not individually or cumulatively have a significant effect on the human environment and have been found to have no such effect in procedures adopted by a Federal Agency pursuant to the National Environmental Policy Act (NEPA), and for which neither an environmental assessment or an environmental impact statement is required. They are actions which: do not induce significant impacts to planned growth or land use for the area; do not require the relocation of significant numbers of people; do not have a significant impact on any natural, cultural, recreational, historic or other resource; do not involve significant air, noise, or water quality impacts; do not have significant impacts on travel patterns; and do not otherwise have any significant environmental impacts either individually or cumulatively.<br />
<br />
'''Emergency situation:''' A health or other emergency situation as declared by the Governor, and/or President, and/or a local government jurisdiction which determines an in-person public hearing and/or in-person inspection of documents should be limited out of concerns for public health and/or safety, and/or MoDOT in coordination with FHWA determines that an in-person public hearing should not be held out of concerns for public health or safety.<br />
<br />
'''Environmental Assessment (EA):''' A concise public document prepared in compliance with the National Environmental Policy Act (NEPA), that briefly discusses the purpose and need for an action, alternatives to such action, and provides sufficient evidence and analysis of impacts to determine whether to prepare an environmental impact statement (EIS) or a finding of no significant impact (FONSI).<br />
<br />
'''Environmental Impact Statement (EIS):''' A detailed written statement required by section 102 (2) (C) of the National Environmental Policy Act (NEPA), analyzing the environmental impacts of a proposed action, adverse effects of the project that cannot be avoided, alternative courses of action, short-term uses of the environment versus the maintenance and enhancement of long-term productivity, and any irreversible and irretrievable commitment of resources.<br />
<br />
'''Finding of No Significant Impact (FONSI):''' If after the completion of an EA it is determined there will be no significant impacts on the quality of the environment, a finding of no significant impact (FONSI) will be prepared to conclude the process and document the decision. <br />
<br />
'''Limited English Proficiency (LEP):''' Individuals who cannot speak, read, write, or understand the English language at a level that permits them to interact effectively.<br />
<br />
'''Location Study: ''' Prepared to determine the most advantageous location for a proposed highway improvement based on project purpose and need and on engineering and environmental constraints. The location study and the environmental analysis are developed concurrently.<br />
<br />
'''Low-Income:''' A person whose median household income is at or below the Department of Health and Human Services poverty guidelines.<br />
<br />
'''Low-Income Population:''' Readily identifiable groups of low-income persons who live in geographic proximity, and if circumstances warrant, geographically dispersed/transient person (such as migrant workers or Native Americans), who will be similarly affected by a proposed DOT program, policy, or activity.<br />
<br />
'''Major Infrastructure Project:''' An infrastructure project for which multiple Federal authorizations will be required to proceed with construction, the lead Federal agency has determined that it will prepare an EIS under NEPA, and the project sponsor has identified the reasonable availability of funds sufficient to complete the project.<br />
<br />
'''Minority:''' A person who is:<br />
:(1) Black: a person having origins in any of the black racial groups of Africa;<br />
:(2) Hispanic or Latino: a person of Mexican, Puerto Rican, Cuban, Central or South American, or other Spanish culture or origin, regardless of race;<br />
:(3) Asian American: a person having origins in any of the original peoples of the Far East, Southeast Asia, or the Indian subcontinent;<br />
:(4) American Indian and Alaskan Native: a person having origins in any of the original people of North America, South America (including Central America), and who maintains cultural identification through tribal affiliation or community recognition; or<br />
:(5) Native Hawaiian and Other Pacific Islander: people having origins in any of the original peoples of Hawaii, Guam, Samoa, or other Pacific Islands.<br />
<br />
'''Minority Population:''' Any readily identifiable groups of minority persons who live in geographic proximity, and if circumstances warrant, geographically dispersed/transient person (such as migrant workers or Native Americans) who will be similarly affected by a proposed Department of Transportation (DOT) program, policy or activity.<br />
<br />
'''National Environmental Policy Act (NEPA):''' Requirement of Federal agencies to assess the environmental effects of their proposed actions prior to making decisions. Under the NEPA process, agencies evaluate the environmental and related social and economic effects of their proposed actions and provide opportunities for public review and comment on those evaluations. NEPA applies to a broad range of federal actions that include, but are not limited to, constructing highways and other publicly owned facilities, adopting federal land management actions, and federal permitting.<br />
<br />
'''Notice of Intent (NOI):''' A notice published in the federal register that an environmental impact statement will be prepared and considered. <br />
<br />
'''Pre-Location Study Meeting:''' A meeting conducted for projects that require an EA, EIS, or CE2 held prior to the preparation of a location study/environmental report or conceptual study, or a CE2 to gain public input on the draft purpose and need, the range of alternatives and the impact on the local communities and the environmental of the area.<br />
<br />
'''Programmatic Agreement (PA):''' A document that spells out details the terms of a formal, legally binding agreement between a state DOT and other state, local and/or federal agencies.<br />
<br />
'''Programmatic CE (PCE):''' An agreement between FHWA and the State DOT to make Categorical Exclusions (CE), (most of which are listed under 23 CFR Part 771.117(d)), more efficient and faster. The PCE agreement allows the State DOT to document, review, and approve CEs without requiring FHWA Division Office review in order to proceed to the next step of the project development process. <br />
<br />
'''Public Hearing:''' 23 U.S.C. 128. A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues. Federal requirements apply such as a legal advertisement, prescribed time for notice before the hearing, and full account of all comments and response to comments.<br />
:* A formal hearing consists of an opening statement, a period for statements and questions from the public, and a closing statement. <br />
:* An open house format public hearing is one where the public can come and go and are able to ask questions of project representatives as well as a station where public comments can be officially recorded. Visual aids, display and handouts are often provided.<br />
:*• Required for significant amounts of right-of-way, substantially changes the layout or functions of connecting roadways or of the facility being improved, has substantial adverse impact on abutting property, other has a substantial social, economic, environmental or other effect, or for which FHWA determines that a public hearing is in the public interest.<br />
<br />
'''Public Involvement (PI):''' An integral part of the transportation process which helps to ensure decisions are made in consideration of and to benefit public needs and preferences. It involves seeking public input at key points in the decision-making process where such input has a real potential to help shape the final decision or set of actions. This includes early and continuing opportunities during project development for the public to be involved in the identification of social, economic, and environmental impacts, as well as impacts associated with relocation of individuals, groups, or institutions.<br />
<br />
'''Public Involvement Plan (PIP):''' An announced meeting conducted by transportation officials designed to facilitate participation in the decision-making process and to assist the public in gaining an informed view of a proposed project at any level of the transportation project development process; also, such a gathering may be referred to as a public information meeting.<br />
<br />
'''Public Meeting:''' A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues. There are no formal requirements and can be tailored to meet department or community needs.<br />
<br />
'''Purpose and Need: ''' A clear and well documented section of an EIS or EA or some CEs defining the need for the project and how that need will be fulfilled. The purpose and need drive the development of the range of alternatives. <br />
<br />
'''Virtual Public Involvement (VPI):''' The use of digital technology to engage individuals or to visualize projects and plans.</div>Legged1https://epg.modot.org/index.php?title=File:129.5.1.jpg&diff=51815File:129.5.1.jpg2022-09-08T14:09:03Z<p>Legged1: Legged1 uploaded a new version of File:129.5.1.jpg</p>
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<div></div>Legged1https://epg.modot.org/index.php?title=616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices&diff=51802616.19 Quality Standards for Temporary Traffic Control Devices2022-09-01T18:49:27Z<p>Legged1: /* 616.19.2.2.6 Sign Placement and Installation */ PSST maximum stub height</p>
<hr />
<div>Temporary traffic control devices (TTCDs) are an essential part of highway work zones. Even though workers and flaggers are not devices, they will be described in this article because of their relationship with work zones. TTCDs warn motorists of hazards, advise them of the proper path through the work area, delineate areas where they may not operate and separate motorists from workers and opposing traffic.<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="410px" align="right" <br />
|-<br />
|'''Inspection Worksheet'''<br />
|-<br />
|[[media:616.19 Inspection Worksheet 2017.docx|Temporary Traffic Control Inspection Worksheet]]<br />
|-<br />
|<sup>'''_________'''</sup><br />
|-<br />
|'''[[media:616.19 flyer 2021.pdf|Quality Standards for Temporary Traffic Control Devices]]'''<br />
|-<br />
|This Work Zone flyer shows the top deficient Temporary Traffic Control Devices.<br />
|-<br />
|<sup>'''_________'''</sup><br />
|-<br />
|'''[[media:616.19 Quality Standards 2013.pdf|Easily Printable Version of Quality Standards for Temporary Traffic Control Devices]]'''<br />
|-<br />
|EPG 616.19 Quality Standards for Temporary Traffic Control Devices presents the very latest information, but this pdf file may be helpful for those wanting to easily print this info as it existed in 2013. <br />
|}<br />
<br />
There are many factors that ensure the success of these functions; the placement and condition of each TTCD are two important factors. TTCDs that are worn, damaged or improperly installed will significantly lower the overall quality of a work zone. Clean, legible, properly installed TTCDs will command the respect of road users.<br />
<br />
These quality standards are intended as a resource to determine if TTCDs are meeting current traffic needs in terms of legibility, visibility and other safety and mobility requirements for TTCDs (e.g., impact attenuators, truck-mounted attenuators, signs, channelizers, barricades, changeable message signs, flashing arrow panels, work zone traffic signals, lighting units, temporary pavement marking, temporary traffic barrier, etc.) deployed on the state highway system. Effective application of these quality standards will benefit everyone that works in or navigates through work zones on the state highway system.<br />
<br />
==616.19.1 Quality Requirements==<br />
<br />
TTCDs shall be installed and maintained in an acceptable condition. Unless specified otherwise, this requirement does not mandate the use of new devices, but it does necessitate the use of functional devices. Unacceptable devices shall be replaced or corrected in accordance with the contract documents or in the absence of a contract (e.g., permit projects) as directed by MoDOT’s representative. <br />
<br />
When reviewing work zones, the MoDOT Temporary Traffic Control Inspection Worksheet is a valuable tool for determining the safety and mobility performance of all work zones including federal and state funded contract, state maintenance, and permit projects (as shown at the end of the article).<br />
<br />
The MoDOT Temporary Traffic Control Inspection Worksheet rating system is based on the following letter grade system:<br />
<br />
:'''A''' – Above and beyond the standards and specifications of the project.<br />
:'''B''' – Meeting the standards and specifications of the project.<br />
:'''C''' – A couple of deficiencies meeting the Category 3 severity level of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616].<br />
:'''D''' – Several deficiencies meeting the Category 3 severity level of Sec 616 or a couple of deficiencies meeting the Category 2 severity level of Sec 616.<br />
:'''F''' - Several deficiencies meeting the Category 2 severity level of Sec 616 or one or more deficiencies meeting the Category 1 severity level of Sec 616.<br />
<br />
Category severity levels are as follows:<br />
<br />
'''Category 1''' – Presents an immediate safety issue for the traveling public or workers and needs to be addressed immediately. <br />
<br />
'''Category 2''' – The situation doesn’t pose an immediate safety issue for either the public or the workers that can impact the proper functioning of the work zone. <br />
<br />
'''Category 3''' – The situation doesn’t impact the functioning of the work zone but is more of a maintenance or aesthetic issue. <br />
<br />
When inspecting a work zone and a Category 1 severity level is noted, remain at site until the appropriate personnel has been contacted and advised of the deficiency. For Categories 2 and 3, contact the appropriate personnel as soon as possible. The district Work Zone Coordinator is a valuable resource and the primary point of contact for questions and concerns.<br />
<br />
Document all deficiencies on the worksheet along with any corrective action(s) taken and/or the time/date that appropriate personnel was contacted to initiate the corrective action(s).<br />
<br />
The work zone should be re-inspected to ensure that all deficiencies have been corrected.<br />
<br />
==616.19.2 Quality Standards==<br />
<br />
===616.19.2.1 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.1_Types_of_Devices_.28MUTCD_6F.01.29 General]===<br />
<br />
All TTCDs shall be: <br />
<br />
:* In conformance with the requirements of the MUTCD and MoDOT Standards. <br />
:* Installed and maintained at locations and in orientations that maximize safety and minimize disruption to traffic flow. <br />
:* Aligned with the road user’s line of sight. <br />
:* Positioned in a manner not to obstruct other traffic control devices. <br />
:* Free of dents, holes, deformations, abrasions, tears, marks, stains, residues, fading or other deficiencies that adversely affects the operational performance including the crashworthiness of a device. <br />
:* Properly covered, turned, stowed, or removed when not in use.<br />
:* Visible during daytime and nighttime operations.<br />
<br />
If TTCDs such as signs, channelizers, etc. have damage resulting in 25% or more deterioration of the lettering, border, or symbol, the device shall be replaced in an agreed upon time with the engineer. Furthermore, if the device is experiencing a reduction in retroreflectivity by 25% or more due to residue, fading, or damage, the device shall be replaced in an agreed upon time with the engineer.<br />
<br />
===616.19.2.2 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.2_General_Characteristics_of_Signs_.28MUTCD_6F.02.29 Signs]===<br />
<br />
====616.19.2.2.1 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.17_Position_of_Advance_Warning_Signs_.28MUTCD_6F.17.29 Sign], [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs Flag and AWRS Quality]==== <br />
<br />
[[image:616.19.2.2.1 1.jpg|center|950px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
The signs and flags in Pictures 1, 2 and 3 are considered in good quality. For enhanced visibility a cone may be placed next to a sign. Picture 2 is an example of the proper placement of a FLAGGER sign in advanced of the hill vs. after the hill. In urban areas with barrier walls and narrow shoulders, a truncated sign may be used as shown in Picture 3. <br />
<br />
NOTE: TTCDs may be highly visible during the day but may not be at night due to inadequate retroreflectivity. MoDOT and Contractor representatives should drive through the work zone at night to check nighttime visibility. <br />
<br />
[[image:616.19.2.2.1 4.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The above signs (4, 5, 6 and 7) are in unacceptable condition. Dirty or damaged signs should be cleaned, repaired, or replaced before being installed. When cleaning, follow manufacturer’s recommendations, so that the daytime and nighttime visibility of the sign is not adversely impacted. The MEN WORKING sign (8) should be replaced with worker symbol sign or WORKERS sign (WO-21-1 or 1a) to meet current standards Picture 9 shows unacceptable flags. Deteriorated flags should be replaced.<br />
<br />
[[image:616.19.2.2.1 10.jpg|center|550px]] <br />
<br />
Signs 10 and 12 are examples of acceptable nighttime visibility and signs 11 and 13 are examples of unacceptable nighttime visibility. Proper storing, transporting and covering can lengthen the life of a sign. Rigid signs should be stored and transported vertically without rubbing the sign face.<br />
<br />
[[image:616.19.2.2.1 14.jpg|center|950px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Advance Warning Rail System (AWRS) is required on the first advance warning sign (Road/Bridge Work Ahead) on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary]] projects. The barricade stripes should slope downward toward the roadway as shown above. Pictures 14 and 15 are examples of acceptable AWRS installations. When a Type 3 Barricade is used with a sign as shown Picture 16, the barricade should be located between 7 to 10 ft. from the sign (to be crashworthy). Either a 4 ft. or 8 ft. barricade may be used. A 4 ft. AWRS on single post is acceptable as shown in Picture 17 provided the sign post has been sized to accommodate the added weight and square footage of the AWRS. AWRS with vertical legs are acceptable if bolted to the sign post legs as shown in picture 18.<br />
<br />
====616.19.2.2.2 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.16_Warning_Sign_Function.2C_Design_and_Application_.28MUTCD_6F.16.29 Proper Sign Color]====<br />
<br />
[[image:616.19.2.2.2.jpg|center|950px]]<br />
<br />
<br />
Sign colors are reserved for specific applications. Orange is reserved for temporary traffic control, pink for incident management, yellow for warning, and red/black/white for regulatory signs. The UTILITY WORK AHEAD and the LANE CLOSED AHEAD signs in Pictures 2 and 3 should be orange not pink or yellow. The speed limit sign in picture 4 is correct color for a regulatory sign. The WORK ZONE plaque is required for speed limit signs within a work zone if it changes the posted speed limit. Fluorescent orange signs as shown on the right in Picture 1 are required for MoDOT contract and maintenance projects. Permit projects may use engineering grade sheeting as shown on the left side of Picture 1 provided they meet MUTCD reflectivity requirements. Note: Using tape on a sign can destroy the retroreflectivity of the sign as shown in Picture 3.<br />
<br />
====616.19.2.2.3 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.17_Position_of_Advance_Warning_Signs_.28MUTCD_6F.17.29 Information From the Signs]====<br />
<br />
[[image:616.19.2.2.3 1.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Pictures 1 thru 3 are examples of TTCDs that are visually obstructed or providing conflicting information. The TTCD in Picture 1 should be moved upstream from the permanent curve warning sign with written documentation as to why the sign was moved. The advance warning sign in Picture 2 should be relocated upstream of the tree or the tree should be trimmed (if within MoDOT ROW) to provide the required visibility. Picture 3 shows detour signs that are providing two detour options for the same route. To reduce motorist confusion, it is best to provide only one detour option. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
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|-<br />
|width="740" align="center"|'''Unacceptable Examples''' ||'''Acceptable Example'''<br />
|}<br />
<br />
The ROAD WORK NEXT XX MILES signs have whole numbers not decimals or part of a mile. In Picture 4, the ROAD WORK NEXT XX MILE sign may look like 31 miles instead of 3.1 depending on speed of the motorist. For ROAD CLOSED XX MILES AHEAD signs, partial miles, for example 0.5 (Picture 5) or 1/2 mile may be used but standard practice is to round miles to a whole number of miles or within 1 mile or just state AHEAD.<br />
<br />
====616.19.2.2.4 Ballasting of Signs====<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.2.4 1.jpg|center|950px]]<br />
|-<br />
|width="320" align="center"|'''Acceptable Example''' ||width="625" align="center"|'''Unacceptable Examples'''<br />
|}<br />
<br />
For portable signs, ballasting should be limited to one ''sand bag height'' on the sign legs as shown in Picture 1. The use of channelizer rings as shown in Pictures 2 and 3 are unacceptable as it may make the installation not crashworthy.<br />
<br />
[[image:616.19.2.2.4 4.jpg|center|600px]]<br />
<br />
For skid mounted signs, ballasting should be limited to one ''sand bag height'' on the sign legs as shown in Pictures 4 and 5. Picture 5 shows an acceptable use of ballasting for a skid mounted sign. The crossbar (Picture 5) should be no higher than 12 in. (one sandbag over the crossbar is acceptable). <br />
<br />
[[image:616.19.2.2.4 6.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Picture 6 shows a large mound of sandbags, which if hit could present a ramping situation for vehicles. Picture 7 has two sandbags on the crossbar which is unacceptable because of two different sign posts and two sandbags on the cross rail. In Picture 8 concrete is being used to ballast the sign, which is '''unacceptable'''.<br />
<br />
====616.19.2.2.5 Additional Sign Examples====<br />
<br />
[[image:616.19.2.2.5 1.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Picture 1 shows a cross brace above the 18 in. maximum height without sand bag or 12 in. maximum height with sandbag. Picture 2 shows a skid mounted sign stand laying on the ground attached to the sign post. The skid mount should be removed from the sign post and placed flat on the ground. As shown, this sign stand is not crashworthy. Picture 3 shows a sign laying in the street. This sign should be placed in a better location. Picture 4 shows two crashworthy signs that have been placed closer than the recommended 7-10 ft. spacing making them not crashworthy. The 7-10 ft. spacing allows the signs to act independently of each other to meet crashworthy criteria. <br />
<br />
[[image:616.19.2.2.5 5.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Picture 5 is an example of a STOP sign not having a full face visible to the traveling public. The sign in Picture 6 is leaning and should be straightened to be perpendicular. When stubs are not driven deep enough into the ground a sign may lean or fall after a period of time. The sign in Picture 7 could be moved upstream or downstream to achieve a more perpendicular position. Be sure to document the location change, such as, “After reviewing the sign in the original position, the sign was moved 100 ft. upstream to be more level”. There are times due to terrain that a sign may not be completely level, but every effort should be made to install signs as close to perpendicular as possible.<br />
<br />
[[image:616.19.2.2.5 8.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Sign placement in urban areas can impede pedestrian travel as shown in Picture 8. Accommodations should be made for all modes of travel including pedestrians and bicyclists. The sign post in Picture 9 should have only one sign, but a speed advisory plaque is allowed as shown in [https://www.modot.org/media/16892 Std. Plan 616.10]. A permanently posted SPEED LIMIT sign, as shown in Picture 10, should not be removed. If the posted speed limit is lowered, the proper procedure is to cover the sign as described in 616.19.2.2.7 Sign Coverings. Since the posted speed limit is laying down and the work zone speed limit was not in place, by state law the speed limit for this road’s [http://www.modot.org/newsandinfo/functionalclassificationmaps/index.htm functional classification] could be higher than the posted speed limit. Placing the permanent sign on the ground could also reduce the life of the sign and/or void the manufacturer’s warranty. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.2.5 11.jpg|center|950px]]<br />
|-<br />
|width="680" align="center"|'''Unacceptable Examples''' ||'''Acceptable Example'''<br />
|}<br />
<br />
Picture 11 shows an example of two work zones placed inside each other. Proper coordination should be one of the highest considerations when work zones overlap each other. Picture 12 shows the signal head upside down. Picture 13 shows a new detour sign design on the right.<br />
<br />
====616.19.2.2.6 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.3_Sign_Placement_.28MUTCD_6F.03.29 Sign Placement and Installation]====<br />
Sign Height: <br />
<br />
[[image:616.19.2.2.6 1 2013.jpg|center|720px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
The post mounted sign shown in Picture 1 is mounted 5 ft. high from the edge of the roadway to the bottom of the sign as required for a rural location. For urban locations, post mounted signs should be 7 ft. as shown in Picture 2. For short term projects temporary signs, as shown in Picture 3, may have a minimum height of one foot. Additional information on sign installation and heights see [https://www.modot.org/media/16892 Std. Plan 616.10]. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.2.6 4.jpg|center|950px]]<br />
|-<br />
|width="330" align="center"|'''Acceptable Example''' ||width="615" align="center"|'''Unacceptable Examples'''<br />
|}<br />
<br />
When used, speed limit (regulatory) signs shall be installed at a 5 ft. (rural area) or a 7 ft. (urban area) mounting height as shown in Picture 4. Information on the mounting height of the signs is in Std. Plan 616.10. The mounting heights of the signs in Pictures 5 and 6 are not compliant with MoDOT/MUTCD standards. The work zone plaque will be 2 ft. high as shown in [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.12_Work_Zone_and_Higher_Fines_Signs_and_Plaques_.28MUTCD_6F.12.29 EPG 616.6.12 Work Zone and Higher Fines Signs and Plaques].<br />
<br />
'''Lateral Sign Location:''' Sign locations should be located 6-12 ft. from the edge of the paved travel lane or shoulder as shown in [https://www.modot.org/media/16892 Std. Plan 616.10]. Due to terrain slopes, curves, shoulder widths, duration of projects, signs may deviate from recommended placement. Before installing signs, the project site should be reviewed to agree on the best location for signs. <br />
<br />
'''Post Installations:'''<br />
<br />
[[image:616.19.2.2.6 U Channel.jpg|center|310px]]<br />
<br />
<br />
The complete U-channel Post details are located in [https://www.modot.org/media/16892 Std. Plan 616.10] on Sheet 2.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.2.6 7.jpg|center|800px]]<br />
|-<br />
|width="380" align="center"|'''Acceptable Example''' ||width="420" align="center"|'''Unacceptable Examples'''<br />
|}<br />
<br />
Picture 7 is an example of a correct U-channel post splice, which shows the four bolts in the proper location, correct stub height and splice overlap. Note: The bolts can be installed in either direction. The stub height and splice overlap in Picture 8 is correct, but the 4 bolts are not in the proper locations. Picture 9 shows inadequate stub height and overlap, and the sign post is not on the correct side of the stub. Note: [[:Category:142 Missouri One Call System|Missouri One-Call]] should always be notified prior to installing any sign post into the ground.<br />
<br />
[[image:616.19.2.2.6 10.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The installations in Pictures 10-12 are unacceptable. Picture 10 shows an installation of only 1 bolt per sign post leg. Picture 11 shows an installation of one post mounted leg and one skid mounted leg. Picture 12 shows two splices when only one splice is allowed. <br />
<br />
[[image:616.19.2.2.6 Perforated.jpg|center|340px]]<br />
<br />
Perforated Square Steel Tube Post (PSST) details are in Std. Plan 616.19 on Sheet 2.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.2.6 13.jpg|center|800px]]<br />
|-<br />
|width="505" align="center"|'''Acceptable Examples''' ||width="290" align="center"|'''Unacceptable Example'''<br />
|}<br />
<br />
Pictures 13 and 14 shows proper installation of a PSST post. The PSST post does not have to use the corner bolt but can be bolted either with one or two straight bolts. However, the corner bolt minimizes movement of the post within the tubes. Picture 15 shows a stub higher than the 2.5" maximum and the bolt should be bolted through the two posts. Note: Missouri One-Call should always be notified prior to installing any sign post into the ground.<br />
<br />
[[image:616.19.2.2.6 16.jpg|center|300px]]<br />
<br />
Picture 16 shows a crashworthy self-driving sign stand. Note: Missouri One-Call should always be notified prior to installing any sign post into the ground.<br />
<br />
====616.19.2.2.7 Sign Coverings====<br />
[[image:616.19.2.2.7 1.jpg|center|780px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Pictures 1 thru 3 show examples of signs properly covered with plastic sign cover, plastic taped securely to the sign without direct contact with the sign face and a roll-up sign folded down. Materials used should not allow the sign face to “bleed through” during daytime or nighttime use. Pictures 1 and 2 adequately cover the face of the sign. <br />
<br />
[[image:616.19.2.2.7 4.jpg|center|740px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Pictures 4 thru 6 are examples of acceptable materials to cover signs. Materials range from rubber that is used for mud flaps, lightweight plywood, or a matching sign cover. The sign covers should be adequately secured to the host sign assembly and sized to match the sign to completely cover the face. The cover should be constructed with non-metallic handles and spacers to keep the sign covers from damaging the sign face. <br />
<br />
[[image:616.19.2.2.7 7.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The sign cover in Picture 7 is not securely fastened and does not have a wooden handle. Picture 8 shows the sign cover not matching the shape of the host sign, which could provide conflicting information to motorists. Picture 9 shows duct tape covering part of the sign wording, which can damage the sign retroreflectivity. Picture 10 shows an example of unacceptable use of plastic taped to the sign. The plastic is coming off and the sign message can be read. The plastic is so thin that the words can be seen through the plastic. <br />
<br />
====616.19.2.2.8 [http://sp/sites/tp/planpol/SitePages/InnovationHome.aspx Sign Innovations]====<br />
<br />
[[image:616.19.2.2.8 2013.jpg|center|340px]]<br />
<br />
<br />
Pictures 1 and 2 are examples of an innovative solution to use roll-up signs on the emergency reference markers for short duration work. Remember modifications to TTCDs may cause crashworthy concerns, requiring study and/or crash testing. Always check first before installing.<br />
<br />
===616.19.2.3 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.63_Channelizing_Devices_.28MUTCD_6F.63.29 Channelizing Devices]===<br />
<br />
[[image:616.19.2.3 1.jpg|center|950px]]<br />
<br />
Trim-line channelizers shown in Pictures 1 and 2 are the most commonly used work zone channelizer. Picture 3 shows channelizers with sequential lights on a nighttime interstate project. Picture 4 shows a drum-like channelizer. Trim-line and drum-like channelizers are commonly ballasted with weights called “rings”, which prevent the channelizers from being blown over by vehicles. Stacking of ballasts may be considered if it meets manufacturer’s recommendations for crashworthiness. <br />
<br />
[[image:616.19.2.3 5.jpg|center|870px]]<br />
<br />
The direction indicator barricade (DIB) in Picture 5 are commonly used in the merge tapers, but the DIBs in Picture 6 with the panels on the drum-like channelizer are also acceptable. Picture 7 shows DIBs during nighttime work zone. <br />
<br />
[[image:616.19.2.3 8.jpg|center|950px]]<br />
<br />
Picture 8 shows tubular markers separating opposing traffic. Picture 9 shows 28 in. cones being used for daytime projects on a minor roadway. Contract and maintenance operations are allowed to use the 28 in. cones on minor roadways and during daytime hours. Permit operations are allowed to use cones based on MUTCD standards. Picture 10 shows trim-line channelizers that may have limited nighttime visibility. Picture 11 shows a damaged trim-line that is in unacceptable condition.<br />
<br />
===616.19.2.4 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.68_Type_1_or_3_Barricades_.28MUTCD_6F.68.29 Barricades]===<br />
<br />
[[image:616.19.2.4 1.jpg|center|780px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Picture 1 shows the proper placement of Type 3 barricades on a full roadway closure. The barricade installation also provides an adequate buffer space to the work area. At some locations, barricades may have to be located at the bridge ends or work area due to side roads. Picture 2 shows equipment behind the barricades with as much buffer as could be provided due to an entrance located just upstream of the barricades.<br />
<br />
[[image:616.19.2.4 3.jpg|center|850px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Picture 3 shows a barricade installation located after the private entrance and before the bridge end. Notice how close the equipment is to the barricade, which creates a potential safety issue for workers and motorists should a vehicle crash through the barricade. Sites should be reviewed for the best location to store equipment/materials within the work area. For this example, the opposite end of the bridge had ample room to store equipment and worker vehicles. Picture 4 shows acceptable sheeting quality for nighttime use but notice the left barricade stripes are angling to the left instead of to the right. On full roadway closure, the stripes should slope into the Road Closed sign as shown in Pictures 1 and 2. <br />
<br />
[[image:616.19.2.4 5.jpg|center|800px]]<br />
<br />
Picture 5 shows Road Closed barricades that were moved to let vehicles into the work area. Except for continuous deliveries of materials, the barricades should be opened and re-closed when the work vehicles enter or leave the work zone. Picture 6 shows a haul truck entering a work zone, with the barricades placed in front of the road closed sign. This could allow the traveling public to follow the haul truck. Picture 7 show the barricades staggered to allow haul trucks in and out of the work zone and the hauling was continuous (one truck every 5 to 10 minutes). This was allowed by the inspector of the project, but once the hauling was completed the road was closed with the barricades as shown in Pictures 1 and 2. The ability to stagger the barricades for hauling/delivery purposes should be authorized by the inspector on construction projects or superintendent on maintenance operations.<br />
<br />
[[image:616.19.2.4 8.jpg|center|600px]]<br />
<br />
Pictures 8 and 9 show trucks parked in front of barricades, obstructing them from oncoming traffic. Note: Equipment or vehicles should not be parked in front of barricades they should be moved to an appropriate location (i.e., behind the barricades).<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.4 10.jpg|center|950px]]<br />
|-<br />
|width="765" align="center"|'''Acceptable Examples''' ||'''Unacceptable Example'''<br />
|}<br />
<br />
Picture 10 shows a staggered closure which allows the traveling public to decide if they want to go down the road before they get to the full closure. The staggered closure in Picture 11 allows any traffic to turn around at the last entrance (lower right) in advance of the full closure. One barricade and ROAD CLOSED signs as shown in Picture 12 can be used to inform the traveling public of road closures, which when used should be located on the shoulder. The barricade in Picture 13 is directing the traveling public into the opposite lane and not directing them back into the proper lane of travel with another barricade in the opposite lane. A single Road Closed XX Miles Ahead sign is allowed without barricades. Note: A full barricade closure is required at the work area.<br />
<br />
[[image:616.19.2.4 14.jpg|center|900px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The ballasting in Pictures 14 thru 17 show unacceptable applications. Tires should not be used as ballast. Sandbags are allowed as long as they are not stacked on each other (i.e., one bag level high to meet crashworthiness). Picture 17 shows old barrel rings around the legs of the barricades. If rings are used, only one is allowed per leg. As shown in Pictures 14 thru 16, the signs may be placed behind the Type 3 barricades. To be crashworthy, the sign and barricade should be separated by 7 to 10 ft. from each other so each device can act independently if struck by a vehicle. <br />
<br />
[[image:616.19.2.4 18.jpg|center|800px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The road closures in Pictures 18 thru 20 are unacceptable installations, the Type 3 barricades should cover the full roadway width to meet the requirements for a full road closure. The damaged rail sheeting on the barricades in Picture 20 is unacceptable.<br />
<br />
===616.19.2.5 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.70_Temporary_Traffic_Barriers_as_Channelizing_Devices_.28MUTCD_6F.70.29 Temporary Traffic Barriers]===<br />
<br />
[[image:616.19.2.5 1.jpg|center|950px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Pictures 1 thru 3 are acceptable installations of temporary traffic barriers (TTBs). Picture 1 shows a TTB shielding motorists from an edge drop-off and the workers from the vehicles. The TTB in Picture 1 was installed with tie-down straps which prevents tipping of the barrier at a drop-off edge. Stockpiled materials or equipment should not be placed within the 3 ft. buffer area behind a tie-down TTB. In Picture 1, the work side of the barrier is free of stockpile material or inactive equipment. The clearance (buffer) behind the TTB will change depending on the different types of TTBs and/or anchoring systems being used. The clearance area is needed to not impede the deflection of the TTB should it be struck by an errant vehicle. Picture 2 shows diverting traffic around a bridge project. Picture 3 shows a TTB separating head-to-head traffic in an urban setting. For selecting proper TTB types on projects, proper installation of TTB and location of TTB, review [[:Category:617 Traffic Barrier|EPG 617 Traffic Barrier]], [https://www.modot.org/media/16894 Std. Plans. 617.20] and [https://www.modot.org/media/16895 619.10]. <br />
<div id="2- and 3-Loop Type F"><br />
'''2- and 3-Loop Type F Connections.''' <br />
<br />
Proper connections: For all TTB types, proper connections are essential to prevent separations of the TTBs when hit by an errant vehicle. MoDOT uses the Type F barriers on projects. MoDOT allows the use of the 2-loop Type F barrier until it is rejected based on [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1064]. The 2-loop and 3-loop Type F barriers can be used together, but they must be connected with a connection rod and a bottom washer/retainer bolt and nut. The following examples will show proper connections of the barriers.<br />
<br />
[[image:616.19.2.5 2 and 3 1.jpg|center|560px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Proper connections: Two examples of proper connections of two 3-loop Type F barriers without bottom washer and retainer bolt and nut. The 3-loop connections provide adequate friction so the connection rod will not come out on impact.<br />
<br />
[[image:616.19.2.5 2 and 3 2.jpg|center|300px|thumb|<center>'''Unacceptable Example'''</center>]]<br />
<br />
Improper Connection: One 3-loop Type F barrier was turned 180 degrees and the two ends have four loops on top and two loops on the bottom. Care must be taken when installing barrier for proper orientation and loop connections. <br />
<br />
[[image:616.19.2.5 2 and 3 3.jpg|center|270px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
When installing two 2-loop barriers or one 3-loop barrier and one 2-loop barrier, the connection rod shall have a bottom washer and retainer bolt and nut.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.5 2 and 3 4.jpg|center|550px]]<br />
|-<br />
|width="270" align="center"|'''Acceptable Example''' ||width="270" align="center"|'''Unacceptable Example'''<br />
|}<br />
<br />
Proper Connection: The left picture shows the bottom washer with retainer bolt and nut. <br />
Improper Connection: The right picture does not have a washer or retainer bolt.<br />
<br />
===616.19.2.6 [[:Category:612 Impact Attenuators|Impact Attenuators]]/[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.86_Crash_Cushions_.28MUTCD_6F.86.29 Crash Cushions]/[[617.1 Temporary Traffic Barriers|End Treatments]]===<br />
<br />
Exposed temporary concrete traffic barrier ends are treated by one of the following methods: Barrier Flare, Barrier Height Transitions, Crash Cushions (Sand Barrel Array and Proprietary Crash Cushion). Additional information is located in [https://epg.modot.org/index.php?title=617.1_Temporary_Traffic_Barriers#617.1.3_Temporary_Concrete_Traffic_Barrier_End_Treatments EPG 617.1.3 Temporary Concrete Traffic Barrier End Treatments] and [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]]. <br />
<br />
[[image:616.19.2.6 1.jpg|center|720px|thumb|<center>'''Sand Barrel Array'''</center>]]<br />
<br />
<br />
Picture 1 shows an acceptable installation of a sand filled impact attenuator (SFIA), which can be found in [https://www.modot.org/media/16887 Std. Plan 612.20] and EPG 612 Impact Attenuators. While SFIA is the most common attenuator used, crashworthy end terminals are also available as described in [https://epg.modot.org/index.php?title=606.1_Guardrail#606.1.3.2_Approved_Crashworthy_End_Terminals EPG 606.1.3.2 Approved Crashworthy End Terminals]. The Type 1 object marker in Picture 2 is unacceptable due to the damaged sign sheeting. Picture 3 shows SFIA barrels/modules in a line from the temporary TTB viewpoint. To be crashworthy, the SFIA barrels/modules must have the proper number and meet spacing requirements. The sand should always be kept dry. If water gets into the barrel it can adversely affect the crashworthiness of the device.<br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.6 4.jpg|center|950px]]<br />
|-<br />
|width="200" align="center"|'''Acceptable Example''' ||width="720" align="center"|'''Unacceptable Examples'''<br />
|}<br />
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The sand filled impact attenuators (SFIA) barrels/modules in Picture 4 is an acceptable installation, but SFIA barrels/modules in Picture 5 are unacceptable because they are located too close to the TTB. SFIA should be placed a minimum of 24 in. from the end of the blunt end of TTB, guard rail, etc. Parking vehicles or equipment as shown in Picture 6 is also unacceptable since the vehicles are blocking a crashworthy product. Picture 7 shows a cluttered SFIA installation with plastic material and barrel channelizers. Note the porta-potty and equipment is in close proximity of the SFIA. The porta-potty and equipment should be relocated outside of the clear zone area or behind the protective TTB. <br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.6 8.jpg|center|800px]]<br />
|-<br />
|width="230" align="center"|'''Height Transition''' ||width="560" align="center"|'''Proprietary Crash Cushions'''<br />
|}<br />
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Picture 8 shows an acceptable installation of a traffic barrier height transition for locations with a posted speed limit of 35 mph or less prior to construction. Proprietary crash cushions as shown in Pictures 9 and 10 may be used when there is insufficient width to accommodate sand barrels.<br />
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[[image:616.19.2.6 11.jpg|center|450px|thumb|<center>'''Truck/Trailer Mounted Attenuator'''</center>]]<br />
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Picture 11 shows a MoDOT style truck or trailer mounted attenuator (TMA) delineation used by Maintenance forces. Picture 12 is the TMA delineation style that is acceptable for contract and permit projects. Additional information is in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]].<br />
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===616.19.2.7 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable Message Sign]/[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.61_Arrow_Boards_.28MUTCD_6F.61.29 Flashing Arrow Panels]/[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29 Traffic Signals]===<br />
<br />
Trailer mounted devices such as changeable message signs (CMS), flashing arrow panels (FAP), portable traffic signals and work area lighting are considered FHWA Category 4 devices for both NCHRP 350 and MASH 2016 (see below).<br />
<br />
'''FHWA Explanation of Category 4'''<br />
<br />
Category 4 devices are devices which have proven to have significant value in the work zone by contributing to safer traffic operation though these devices may cause great harm to occupants of impacting vehicles. We believe that, as currently configured and deployed, these devices provide a net benefit to motorists. Substantial crash experience to date shows that crashes with these devices are rare. They have been identified by FHWA as portable, usually trailer-mounted, devices such as area lighting supports, flashing arrow panels, temporary traffic signals, and changeable message signs which are often used in or adjacent to the traveled way.<br />
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[[image:616.19.2.7 1.jpg|center|950px]]<br />
<br />
Picture 1 shows the correct flashing arrow panel (FAP) display, all lights are working and have the proper intensity. Picture 2 shows one lamp out in the arrow head which is unacceptable. Picture 3 shows a truck blocking a FAP which is unacceptable. Below are items that would make the FAP installation unacceptable.<br />
<br />
:* More than one lamp, of those to be energized, out in stem and one or more lamps out in the arrow head(s) when in the arrow (single- or double-headed) and one or more lamps out when in the caution (four corners) modes. <br />
:* Not appropriately dimmed at night <br />
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[[image:616.19.2.7 acceptable.jpg|center|950px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
The CMS messages in Pictures 1, 2 and 3 are acceptable. The messages provide information that static signs cannot provide to the traveling public. The CMS are placed further upstream of the work zone or at strategic locations to provide information about the upcoming work zone to the traveling public. The channelizer placement in Picture 1, 2 and 3 shows the correct number of channelizers (5) and the correct placement (approximate 100 ft. taper). Channelizers are not required if the CMS is more than 15 ft. from the edge of shoulder (edge of the roadway if there is no shoulder), beyond ditch line, or behind curb or physical TTB (see [https://www.modot.org/media/16892 Std. Plan 616.10] for further details). Picture 4 shows a Dynamic Message Sign (DMS) providing information of a work zone.<br />
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Messages on CMS boards should consist of no more than two phases and each phase should consist of no more than three lines of text. The maximum line of text should be no more than 8 characters. <br />
<br />
[[image:616.19.2.7 5.jpg|center|950px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
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Pictures 5, 6 and 7 are examples of CMS that are unacceptable due to the lights being either too dim or out, as they are not providing a clear and concise message to the traveling public. <br />
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[[image:616.19.2.7 8.jpg|center|680px]]<br />
<br />
Pictures 8 and 9 show active CMS in nighttime operations. Picture 8, message is too dim and not visible. Picture 9, message is too bright and creates glare. The CMS should be appropriately dimmed so the lights are not too bright for the traveling public. <br />
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[[image:616.19.2.7 10.jpg|center|680px]]<br />
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Picture 10 shows a CMS where the lights are out or turned off. If the lights are not working, the CMS is unacceptable. If the CMS is not being used it should be turned off and rotated away from traffic as shown in Picture 11 or removed from the project. If the CMS is used when lane drops are used every day to 3-4 days, then rotating the sign would be appropriate. If the CMS will not be needed for a week or more, then removal may be appropriate until it is needed again. Note: The taper length should be 100 ft. long with five channelizers.<br />
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[[image:616.19.2.7 12.jpg|center|680px]]<br />
<br />
Picture 12 shows a permanent sign blocking the CMS. In Picture 13, the truck should not be placed in front of the CMS board. For Picture 13, the speed limit message is just a reminder of the speed limit. A temporary sign should be used instead, and the CMS removed. Actual enforcement of the speed limit requires a regulatory sign.<br />
<br />
===[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.81_Lighting_Devices_.28MUTCD_6F.81.29 616.19.2.8 Lighting]===<br />
<br />
Lighting consists of three types: Fleet, Work Area, and Overhead. The required fleet lights on construction-related vehicles and equipment is normally amber lights that are visible from 360 degrees and activated in the work zone, except on contract haul trucks. Fleet lights shall be used both daytime and nighttime. Work area lighting is located in areas where construction equipment and labor are active at night and provides a minimum intensity of 5 foot-candles. Overhead lighting shall be provided for flaggers, portable traffic signals, and other specified locations and provides a minimum intensity of 0.6 foot-candles at night.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.8.jpg|center|750px]]<br />
|-<br />
|width="340" align="center"|'''Acceptable Example''' ||width="505" align="center"|'''Unacceptable Example'''<br />
|}<br />
<br />
The balloon lights in Picture 1 correctly show the lights being diffused down toward the ground and away from the traveling public to prevent glare. A multiple light trailer is shown in Picture 2; the lights should be directed toward the ground and away from the traveling public. <br />
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===616.19.2.9 [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagging Operations]] and [http://sharepoint/safety/csp/SitePages/PPE.aspx Worker Apparel]===<br />
<br />
====616.19.2.9.1 Worker Apparel====<br />
MoDOT Personnel: The proper apparel for working and flagging situations is located in the following sections of the Risk and Benefits Management Manual: <br />
<br />
:• Section 100 Head and Eye/Face Protection Policy<br />
:• Section 105 Safety Footwear Policy<br />
:• Section 106 Class II and III Safety Apparel<br />
:• Section 107 Prescription Safety Eyewear<br />
<br />
'''Contractor and Permit Personnel:''' The proper apparel for working and flagging situations is in the following sections and articles:<br />
<br />
:• Specification Section 616 Temporary Traffic Control<br />
:• [[616.18 Construction Inspection Guidelines for Sec 616|EPG 616.18 Construction Inspection Guidelines for 616]]<br />
:• Contractor Safety Plan<br />
<br />
[[image:616.19.2.9.1.jpg|center|950px]]<br />
<br />
Pictures 1 and 2 show the required MoDOT ANSI/ISEA Class 2 shirt or vest. Picture 3 shows a Class 3 jacket. Picture 4 shows Class E pants. During daytime operations, MoDOT personnel shall wear a minimum of Class 2 safety vest or shirt. During nighttime operations, MoDOT personnel shall wear a minimum of Class 3 safety apparel (Class 2 or 3 top and Class E pants). Pictures 1 and 3 show the required head, eye, and foot wear.<br />
<br />
Contractor and Permit personnel must meet the minimum standards set forth within ANSI/IESA, MUTCD, and MoDOT specifications.<br />
<br />
====616.19.2.9.2 Flagging Operations====<br />
[[image:616.19.2.9.2 1.jpg|center|880px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Picture 1 shows the flagger on the right side of the road stopping traffic and maintaining good eye contact with the traveling public. Once the flagger stops the first vehicle, the flagger proceeds to the middle of road where the flagger is visible to oncoming traffic as shown in Picture 2. Flaggers should be aware of their surroundings. When it is time to release the vehicles (Picture 3), the flagger will return to the edge of the roadway or the shoulder and provide direction to the traveling public. Flaggers should be located at least 100 ft. from any equipment or vehicles and have an escape route.<br />
<br />
[[image:616.19.2.9.2 4.jpg|center|880px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
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<br />
The flagger in Picture 4 does not have an escape route due to his location to the truck. The STOP/SLOW paddle should not be in a channelizer, but move with the person flagging the operation. The public should be separated from the work areas. The flagger in Picture 5 is not fully in control of his location and has no escape route. Picture 6 shows a flagger without an escape route and not following proper procedures. <br />
<br />
[[image:616.19.2.9.2 7.jpg|center|880px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
Flaggers should stay at their station until either relieved or can be safely transferred to another location, the flagger should not have their back turned to oncoming traffic (picture 7). Picture 8 has too many vehicles around the flagger; the flagger is located on the left of the dump truck. A flagger should not be located in the middle of the sign package but downstream of the flagger symbol sign (Picture 9).<br />
<br />
[[image:616.19.2.9.2 10.jpg|center|660px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<div id="Picture 10 shows"></div> <br />
Picture 10 shows a flagger directing traffic from a vehicle. Picture 11 shows a flagger directing traffic with hand signals, only law enforcement personnel is allowed to use hand signals to direct traffic. For intersections, additional flaggers with STOP/SLOW paddles may be needed if law enforcement is not available. <br />
<br />
[[image:616.19.2.9.2 12 2019.jpg|center|660px|]] <br />
<br />
A pilot vehicle is an effective option that can be used to guide motorists safely through work zones. The pilot vehicle driver should be familiar with the project and should control vehicle speeds through the project. Picture 12 shows a pilot vehicle with the appropriate sign on the rear of the vehicle which is highly visible to oncoming traffic. The PILOT CAR IN USE WAIT & FOLLOW sign (Picture 13) should be used at state intersections and may be used on other routes as directed by the engineer. The sign should be removed or laid down when it is no longer applicable. Note: Flags are optional on these signs. <br />
<br />
[[image:616.19.2.9.2 14.jpg|center|910px|]]<br />
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Pictures 14 thru 16 are examples of portable traffic signals, automated flagger assistance devices, and portable signal flagging devices.<br />
<br />
===616.19.2.10 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.77_Pavement_Markings_.28MUTCD_6F.77.29 Paint]/[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.78_Temporary_Markings_.28MUTCD_6F.78.29 Tape]/[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.79_Temporary_Raised_Pavement_Markers_.28MUTCD_6F.79.29 Pavement Markers]===<br />
<br />
[[image:616.19.2.10 1.jpg|center|950px|thumb|<center>'''Acceptable Examples'''</center>]]<br />
<br />
Guidelines for pavement markings are located in [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]], [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 620] and [https://www.modot.org/media/16896 Std. Plans. 620.00] and [https://www.modot.org/media/16897 620.10]. Pictures 1, 2 and 3 are examples of temporary pavement markings (TPM) meeting specifications and standards. Picture 1 shows TPM for center line and edge lines. Picture 2 show TPM for a roadway with only a center line stripe. Picture 3 shows a solid line to keep traffic in the designated lanes.<br />
<br />
[[image:616.19.2.10 4.jpg|center|580px|thumb|<center>'''Unacceptable Examples'''</center>]]<br />
<br />
The roadway in Picture 4 should have temporary center line pavement markers or stripes. Picture 5 shows a project using half of the permanent center line stripe as the pavement marking and not place temporary pavement marking until the other lane is overlaid, which is unacceptable. Several concerns were noticed: the overlay covered long stretches of center line stripe especially around curves, material tracking from the haul trucks covered partial or all of the stripes in many areas, and edge lines were not marked in this picture. Once any type of material covers the sheeting or beads of the temporary pavement markers, paint, or tape, the material loses its ability to retroreflect the vehicle’s light back to the driver.<br />
<br />
[[image:616.19.2.10 6.jpg|center|830px]]<br />
<br />
Pavement marking installation and removal should be done carefully as not to misdirect the traveling public. The temporary pavement markings (Picture 6) were intended to move the traffic to a temporary shoulder lane. Note: The permanent center line should have been removed to avoid driver confusion. Picture 7 shows a right turn lane line partially removed, care should be given to completely remove all conflicting markings in accordance with the plans and specifications. In Picture 8 shows conflicting edge lines across the bridge. <br />
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[[image:616.19.2.10 9.jpg|center|950px]]<br />
<br />
Pictures 9 thru 12 are examples of pavement marking removal. Care should be taken not to scar the pavement when removing markings. There is an additional concern that scarring may misdirect motorist. Pictures 11 and 12 shows lane lines leading motorists into the channelization. The dashed line should stop at a point when the two lanes are designated to end. <br />
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===616.19.2.11 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|Tapers/Transition Areas/Lane Widths/Crossovers]]===<br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" align="center"|[[image:616.19.2.11.jpg|center|700px]]<br />
|-<br />
|width="345" align="center"|'''Acceptable Example''' ||width="345" align="center"|'''Unacceptable Example'''<br />
|}<br />
<br />
Picture 1 shows a proper crossover. The opposing lanes are completely closed with Type 3 barricades, unlike Picture 2 where the lanes are not completely closed with Type 3 barricades. <br />
<br />
===616.19.2.12 Roadway Conditions/Temporary and [[:Category:619 Pavement Edge Treatment|Uneven Pavement]]/Unprotected Hazards===<br />
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[[image:616.19.2.12 1.jpg|center|630px]]<br />
<br />
Pictures 1 and 2 show materials being tracked onto the roadway by trucks and equipment accessing work area. The roadway should be cleaned as needed to protect the traveling public.<br />
<br />
[[image:616.19.2.12 3.jpg|center|760px]]<br />
<br />
Picture 3 shows a bridge rail without a crashworthy end device (i.e. SFIA). Picture 4 shows a striper stopped in an open lane of traffic, being worked on. The culvert pipe in Picture 5 should not be placed in front of the barricade or any other location open to traffic. All three would be considered acceptable with the following modifications: sand barrels or temporary end treatment, move striper to a parking lot or use TMA if it cannot be moved, and move the culvert into a fully closed work area or outside the clear zone. <br />
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===616.19.2.13 Entrance and Exit Ramps===<br />
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[[image:616.19.2.13.jpg|center|310px]]<br />
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Picture 1 shows an acceptable exit ramp closure. <br />
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===616.19.2.14 Truck and Equipment Access===<br />
<br />
Currently there are no pictorial examples of truck and equipment access.<br />
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===616.19.2.15 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|Traffic Management]]===<br />
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Traffic Management is an inclusive term for the overall implementation and management of the work zone. Is the work zone providing a safe traveling experience for the public and a safe work area for the workers, providing the traveling public adequate and early information, and is it minimizing traffic delays?<br />
<br />
To provide adequate traffic management many tools are available which includes but not limited to the following: signs, channelizing devices, changeable and dynamic message signs, intelligent transportation systems (ITS), detours, law enforcement, flagging operation, etc. <br />
<br />
[[616.13 Work Zone Capacity, Queue and Travel Delay|EPG 616.13 Work Zone Capacity, Queue and Travel Delay]] and [[616.14 Work Zone Safety and Mobility Policy|EPG 616.14 Work Zone Safety and Mobility Policy]] have additional information for traffic management policies and tools.<br />
<br />
[[image:616.19.2.15 1.jpg|center|880px]]<br />
<br />
Pictures 1 thru 3 are acceptable examples of traffic management. Picture 1 shows a long-term work zone that is providing a well-defined merge taper with adequate striping and channelizers. Picture 2 shows a well-marked crossover. The temporary work zone in Picture 3 shows proper delineation for head to head traffic while providing access to area businesses. <br />
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[[image:616.19.2.15 4.jpg|center|880px]]<br />
<br />
Pictures 4 and 5 are examples of providing the traveling public information of how wide the lanes are before entering the work area. The CMS message provides adequate information to allow the truckers to make a decision on the proper lane to use. Picture 6 is an example of height restriction for the traveling public. Note: Motor Carriers division should be notified of any weight, height and/or width restrictions that may occur in a work zone.<br />
<br />
[[image:616.19.2.15 7.jpg|center|950px]]<br />
<br />
Pictures 7 thru 10 show examples of speed enforcement. Placement of law enforcement is at times difficult depending on the location of work zone. Picture 8 shows a law enforcement vehicle off the roadway but in a location that the traveling public can readily see the vehicle. Picture 9 has the law enforcement vehicle behind a protective vehicle. The law enforcement vehicle is not in the travel lane but would be the first vehicle impacted by an errant traveler. The law officer should be down stream of the protective vehicle. Picture 10 shows a law officer stopping a motorist within a diverging area which may create conflicts with other motorists. If possible, stopping vehicles should be done outside the work zone area. Trying to stop vehicles within the work zone can cause excessive stopping, which can result in traffic back-ups.<br />
<br />
[[image:616.19.2.15 11.jpg|center|260px]]<br />
<br />
Picture 11 shows a work zone vehicle driving in the opposite direction of travel. In general vehicles should be driven with the normal direction of traffic. If vehicles are driven in the opposite direction this can result in motorist confusion especially at night. Note: All vehicles should be operated in accordance with the work zone speed limit.<br />
<br />
===616.19.2.16 Rejected Stickers===<br />
[[image:616.19.4 Rejected Stickers.jpg|left|300px|thumb|<center>'''R11-52 REJECTED Decal (Order No. MoDOT 46)'''</center>]]<br />
<br />
<br />
REJECTED stickers, with appropriate month and year designated, may be used by MoDOT personnel to identify unacceptable temporary traffic control devices. For barricades, channelizing devices and signs, the sticker should be located on the front-, left- and lower-most retroreflective area on the device. For other devices, the sticker should be located in a conspicuous place on the device. <br />
<br />
Below are examples of rejection sticker locations: <br />
[[image:616.19.4.2 Rejection Sticker locations.jpg|center|600px|thumb|<center>'''Rejection Sticker location examples''']]<br />
<br />
<br />
[[Category:616 Temporary Traffic Control]]</div>Legged1https://epg.modot.org/index.php?title=File:616.19.2.2.6_Perforated.jpg&diff=51801File:616.19.2.2.6 Perforated.jpg2022-09-01T18:47:47Z<p>Legged1: Legged1 uploaded a new version of File:616.19.2.2.6 Perforated.jpg</p>
<hr />
<div></div>Legged1https://epg.modot.org/index.php?title=153.21_Traffic&diff=51800153.21 Traffic2022-09-01T18:35:59Z<p>Legged1: erratum</p>
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<div>{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" ROWSPAN="2"|Available Traffic Boilerplate Agreements<sup>1</sup>!!style="background:#BEBEBE" ROWSPAN="2"|What triggers the use of this agreement? When is it used?!! style="background:#BEBEBE" ROWSPAN="2"|Who are the drafters?!!style="background:#BEBEBE" ROWSPAN="2"|Who needs to review the document prior to execution<sup>2</sup>?!!style="background:#BEBEBE" colspan="3"| Who signs for MoDOT?<sup>3</sup> !!style="background:#BEBEBE" ROWSPAN="2" width="80"|Is acknowledge-<br/>ment by a notary public required? !!style="background:#BEBEBE" ROWSPAN="2"|Link to Available Instructions<br />
|-<br />
!style="background:#BEBEBE"| Executing Signature !!style="background:#BEBEBE"|Approval as to Form!!style="background:#BEBEBE"| Attestation Signature <br />
|-<br />
|Performance_<br/>Bond_Form||Used when third party is working on MoDOT right of way|| Bonding company ||none || - || - || - || yes || - <br />
|-<br />
|TR01_<br/>School_Crossing_<br/>Signal_Agreement <br/>(In_Municipalities)||School desires to install a school crossing signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
<br />
|-<br />
|TR02_<br/>School_Crossing_<br/>Agreement_(By<br/>_Municipalities)||School desires to install a mid-block school crossing signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes || [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR03_<br/>School_Crossing_<br/>at_Existing_<br/>Intersection <br/>(In_Municipalities)||School desires to install a school crossing signal at existing signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.1 School Crossing Indications at Existing Signal|EPG 902.11.1 School Crossing Indications at Existing Signal]]<br />
|-<br />
|TR04_<br/>School_Crossing_<br/>at_Existing_<br/>Intersection (Outside<br/>_Municipalities)||School desires to install a school crossing at existing signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.1 School Crossing Indications at Existing Signal|EPG 902.11.1 School Crossing Indications at Existing Signal]] and [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR05_<br/>School_Crossing_<br/>Signal_(By_<br/>School_District)||School desires to install a school signal with crossing|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR06_<br/>Emergency_Vehicle_<br/>Operations_Signal||Emergency service desires to install an emergency signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.8 Traffic Control Signals and Hybrid Beacons for Emergency Vehicle Access (MUTCD Chapter 4G)#902.8.1 Application of Emergency-Vehicle Traffic Control Signals and Hybrid Beacons (MUTCD Section 4G.01)|EPG 902.8.1 Application of Emergency-Vehicle Traffic Control Signals and Hybrid Beacons]]<br />
|-<br />
|TR08_<br/>Roadside_Flashers<br/>_for_School_<br/>Operation||School desires to install a school flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| [[903.18 Signing for School Areas#903.18.5.1 School Assembly Installation Contracts|EPG 903.18.5.1 School Assembly Installation Contracts]] and [[903.18 Signing for School Areas#903.18.14 School Speed Limit Flasher Assembly (S4-3P, R2-1, S4-4P) and END SCHOOL SPEED LIMIT Sign (S5-3) (MUTCD Section 7B.15)|EPG 903.18.14 School Speed Limit Flasher Assembly (S4-3P, R2-1, S4-4P) and END SCHOOL SPEED LIMIT Sign (S5-3)]]<br />
|-<br />
|TR09_<br/>Application_For<br/>_Signs_at_<br/>Cattle_Crossing||Third party desires to sign a cattle crossing|| Districts ||Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|EPG 903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P)]]<br />
|-<br />
|TR10_<br/>Contract_for_<br/>Signs_at_School<br/>_Crossing (Outside<br/>_Municipalities)||School desires to install school crossing signs and a crosswalk|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no || -<br />
|-<br />
|TR11_<br/>Contract_for_<br/>School_Crossing_<br/>(In_Municipalities)||School desires to install school crossing signs and a crosswalk ||Districts ||Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.18 Signing for School Areas#903.18.5.1 School Assembly Installation Contracts|EPG 903.18.5.1 School Assembly Installation Contracts]] <br />
|-<br />
|TR12_<br/>Contract_for_<br/>Signs_at_<br/>Truck_Crossing||Third party desires to install truck crossing signs|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.6 Warning Signs#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|EPG 903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14)]]<br />
|-<br />
|TR13_<br/>Joint_Use_<br/>Driveway_Agreement||Two property owners will share a driveway|| Districts|| Central Office Highway Safety and Traffic - only if modified|| None|| - || - || no|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.9.7.10_Guidelines_for_Review_of_Requests_for_Overweight_Crossings_of_State_Highways EPG 941.9.7.10 Guidelines for Review of Requests for Overweight Crossings of State Highways]<br />
|-<br />
|TR14_<br/>Entrance_Shiftin<br/>g_Agreement||Property owner wants to shift existing access|| - || - || District Engineer|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR15_<br/>Signing_Paid_<br/>by_Applicant''' <sup>4</sup>'''||Third party desires to install guide signs or custom city limit or accomplishement plaques.|| Districts|| Central Office Highway Safety and Traffic ||State Highway Safety and Traffic Engineer|| - || - ||no|| [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR15]<br />
|-<br />
|TR16_<br/>Agreement_for_<br/>Installation_of_<br/>Traffic_Signal_<br/>by_Others||Third party desires to install a traffic signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [[902.4 Signal Installations and Equipment#902.4.1.1 Conditions for installation by permit|EPG 902.4.1.1 Conditions for installation by permit]]<br />
|-<br />
|TR17_<br/>Traffic_Engineering<br/>_Studies||Use of a consultant to perform traffic engineering services|| - || - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR18_<br/>Towing_Services<br/>_Agreement||Use of a towing company to assist the Emergency Response program|| - || - || Commission ||Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR19_<br/>Contract_<br/>for_School_Signal<br/>_(District)||School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR20_<br/>Contract_for_<br/>School_Signal_<br/>(In_Municipalities)|| School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR21_<br/>Contract_for_<br/>School_Signal <br/>(Outside_<br/>Municipalities)||School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR23_<br/>Annual_Traffic_<br/>Safety_Conference||Contract with University of Missouri to coordinate the Annual Traffic and Safety Conference|| Central Office Highway Safety and Traffic || -|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR24_<br/>Entrance_Shift_<br/>and_Widening_Agreement||Property owner wants to shift and widen an existing access|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR25_<br/>Entrance_Widening<br/>_Agreement||Property owner want to widen an exisiting access || - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR26_<br/>Installation_of_<br/>Roadside_Flashers_<br/>for_Emergency_<br/>Vehicle_Operation||Emergency service desires to install a road side flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.7 Procedures For Advance Beacon Installations by Outside Parties|EPG 902.12.7 Procedures For Advance Beacon Installations by Outside Parties]]<br />
|-<br />
|TR27_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(District)||School desires to install a signal, pedestrian crossing and roadside flashers || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR28_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(In_Municipalities)||School desires to install a signal and pedestrian signals || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR29_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(Outside_<br/>Municipalities)||School desires to install a signal and pedestrian signals || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR31_<br/>Entrance_Shift<br/>_and_Widening_<br/>(Multiple_Owners)||Property owners desire to shift and widen existing access|| - || - ||Commission|| Chief Counsel's Office||Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR32_<br/>Supplemental_Signing<br/>_Agreement<sup>'''4'''</sup> ||Extension of the contract duration for the TR-15 ||Districts ||Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer|| - || - || no || [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR32] <br />
|-<br />
|TR34_<br/>Agreement_for_<br/>Street_Marking||Contract with third party to apply pavement markings to non-state roadways|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR35_<br/>Agreement_for_<br/>Painting_Traffic<br/>_Signals||Third party desires to apply a paint coating to a traffic signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| - <br />
|-<br />
|TR36_<br/>Automated_Speed<br/>_Enforcement_Agreement||Third party desires to install automated enforcement on our right of way ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[:Category:950 Automated Traffic Enforcement#950.2.1 Applications for Automated Speed Enforcement|EPG 950.2.1 Applications for Automated Speed Enforcement]]<br />
|-<br />
|TR37_<br/>School_Bus_<br/>Stop_Ahead_Flashers||School desires to install flashers on the School Bus Stop Ahead sign ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| - <br />
|-<br />
|TR38_<br/>Highway_Naming<br/>_Agreement||County/City desires to name a portion of a state roadway|| Districts|| Central Office Highway Safety and Traffic || Commission|| Chief Counsel's Office|| Commission Secretary's Office ||no|| -<br />
|-<br />
|TR39_<br/>Lighting_Agreement||County/City desires to install lighting on MoDOT right of way|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR40_<br/>Traffic_Signal<br/>_Pre-Emption_Agreement||Third party desires to install pre-emption equipment on our signals ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR41_<br/>Cattle_Pass<br/>_Agreement||Third party desires to create a cattle pass using Commission bridge/box|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| no|| -<br />
|-<br />
|TR42_<br/>Signing_Installed<br/>_and_Maintained_<br/>by_Applicant '''<sup>4</sup>'''||Third party desires to install community awareness/local reference signs|| Districts|| Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer || - || - ||no|| [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR42]<br />
|-<br />
|TR43_<br/>Automated_Traffic<br/>_Signal_Enforcement<br/>_Agreement||Third party desires to install automated enforcement on our right of way|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[:Category:950 Automated Traffic Enforcement#950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011|EPG 950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]] and [[:Category:950 Automated Traffic Enforcement#950.1.7 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed Prior to January 2011|EPG 950.1.7 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed Prior to January 2011]]<br />
|-<br />
|TR44_<br/>Levee_Attachment<br/>_Agreement||Levee district desires to install a levee on Commission right of way|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:203_Roadway_and_Drainage_Excavation%2C_Embankment_and_Compaction#203.2.5_Levee_Attachments EPG 203.2.5 Levee Attachments]<br />
|-<br />
|TR45_<br/>KC_Scout_Data_<br/>and_Video_Access<br/>_Agreement||Company desires to have access to CCTV feed|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR46_<br/>Gateway_Guide_<br/>Data_and_Video<br/>_Access_Agreement||Company desires to have access to CCTV feed|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR47_<br/>Wayfinding_Signing<br/>_Agreement '''<sup>4</sup>'''||City desires to install wayfinding signs|| Districts|| Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer || - || - ||no ||[http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR47]<br />
|-<br />
|TR48_<br/>Break_In_<br/>Limited_Access||Third party desires to have an acess in limited access right of way|| Central Office Highway Safety and Traffic/Districts|| - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR49_<br/>Impact_Assessment_<br/>Agreement||Third party improvements will negatively affect a future Commission project ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR50_-_<br/>Electronic_Signature_<br/>Agreement (Utility_Permits)||Utility company wants access to generate automated permits|| Districts || Central Office Highway Safety and Traffic || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR51_<br/>Break_in_Access<br/>_License||Third party desires to have an acess in limited access right of way|| Central Office Highway Safety and Traffic/Districts|| - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR52_<br/>Illuminated_Street<br/>_Sign_Agreement||Third party desires to install illuminated street name signs|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| - <br />
|-<br />
|TR53_<br/>Roadside_Flashers_for<br/>_City_County_Operation ||School desires to install a school flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=902.12_Flashing_Beacons_%28MUTCD_Chapter_4L%29#902.12.7_Procedures_For_Advance_Beacon_Installations_by_Outside_Parties EPG 902.12.7 Procedures For Advance Beacon Installations by Outside Parties]<br />
|-<br />
|TR55_<br/>ITS_Installation_<br/>Maintenance_Agreement||Third party desires to install fiber optic cable which crosses various state owned right of way || Districts|| Central Office Highway Safety and Traffic|| Commission|| Chief Counsel's Office ||Commission Secretary's Office||yes || ‐<br />
|-<br />
|TR56_<br/>Interactive_Radar<br/>_Sign_Agreement || City/County desires to install interactive radar activated “YOUR SPEED” display signs || Districts || Central Office Highway Safety and Traffic ||Commission ||Chief Counsel's Office || Commission Secretary's Office || yes || [[903.16 Signing Agreements|EPG 903.16 Signing Agreements]]<br />
|-<br />
|TR57_<br/>License_Agreement ||When a licensee requests to use a licensor’s trademark on licensee's website or other promotional material to reflect the licensor is a pledged partner of MoDOT’s Safety campaigns || Districts/Central Office Highway Safety || Central Office Highway Safety and Traffic || Commission || Chief Counsel's Office || Commission Secretary's Office || no || ‐<br />
|-<br />
|TR58_<br/>Transportation_Data_<br/>License_Agreement||When a licensee requests access to transportation data||Central Office Highway Safety and Traffic||Central Office Highway Safety and Traffic||State Highway Safety and Traffic Engineer||Chief Counsel’s Office|| Commission Secretary’s Office|| no|| -<br />
|-<br />
| TR61_<br/>Motor_Vehicle_Crash<br/>_Data_License<br/>_Agreement||Third party desires Crash Data for the purpose of reviewing high crash and intersection locations to determine engineering solutions.||Central Office Highway Safety and Traffic||Central Office Highway Safety and Traffic||State Highway Safety and Traffic Engineer||Chief Counsel's Office – if modified|| - ||no|| -<br />
|-<br />
|TR62_<br/>Kansas_Department_<br/>of_Transportation_<br/>Kansas_City_Scout<br/>_Bi-State_Agreement|| The agreement of Kansas and Missouri to have a shared TMC|| Kansas City Scout|| Kansas City Scout – only if modified|| Director or Director's designee|| Chief Counsel’s Office|| Commission Secretary’s Office|| no|| <br />
|-<br />
|colspan="9" align="left"|'''1''' Use the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements site] to find and begin drafting the corresponding boilerplate agreement. <br />
|-<br />
|colspan="9" align="left"|'''2''' Any agreement that is changed from its original form must be reviewed by CCO. Please refer to [[:Category:153 Agreements and Contracts#153.1.4 Step 3, Chief Counsel’s Office (CCO) Review|EPG 153.1.4 Step 3, Chief Counsel’s Office (CCO) Review]] and throughout EPG 153 for guidance on when to contact CCO. When in doubt, do not hesitate to contact CCO for guidance.<br />
|-<br />
|colspan="9" align="left"|'''3''' Can also be found in the Execution of Documents Policy <br />
|-<br />
|colspan="9" align="left"|'''4''' If district modifies the agreement, the agreement is then signed by the Commission. <br />
|} <br />
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[[Category:153 Agreements and Contracts|153.21]]</div>Legged1https://epg.modot.org/index.php?title=153.21_Traffic&diff=51799153.21 Traffic2022-09-01T16:40:25Z<p>Legged1: Per TR(#3534), TR06 changed and TR07 & TR30 removed.</p>
<hr />
<div>{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" ROWSPAN="2"|Available Traffic Boilerplate Agreements<sup>1</sup>!!style="background:#BEBEBE" ROWSPAN="2"|What triggers the use of this agreement? When is it used?!! style="background:#BEBEBE" ROWSPAN="2"|Who are the drafters?!!style="background:#BEBEBE" ROWSPAN="2"|Who needs to review the document prior to execution<sup>2</sup>?!!style="background:#BEBEBE" colspan="3"| Who signs for MoDOT?<sup>3</sup> !!style="background:#BEBEBE" ROWSPAN="2" width="80"|Is acknowledge-<br/>ment by a notary public required? !!style="background:#BEBEBE" ROWSPAN="2"|Link to Available Instructions<br />
|-<br />
!style="background:#BEBEBE"| Executing Signature !!style="background:#BEBEBE"|Approval as to Form!!style="background:#BEBEBE"| Attestation Signature <br />
|-<br />
|Performance_<br/>Bond_Form||Used when third party is working on MoDOT right of way|| Bonding company ||none || - || - || - || yes || - <br />
|-<br />
|TR01_<br/>School_Crossing_<br/>Signal_Agreement <br/>(In_Municipalities)||School desires to install a school crossing signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
<br />
|-<br />
|TR02_<br/>School_Crossing_<br/>Agreement_(By<br/>_Municipalities)||School desires to install a mid-block school crossing signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes || [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR03_<br/>School_Crossing_<br/>at_Existing_<br/>Intersection <br/>(In_Municipalities)||School desires to install a school crossing signal at existing signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.1 School Crossing Indications at Existing Signal|EPG 902.11.1 School Crossing Indications at Existing Signal]]<br />
|-<br />
|TR04_<br/>School_Crossing_<br/>at_Existing_<br/>Intersection (Outside<br/>_Municipalities)||School desires to install a school crossing at existing signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.1 School Crossing Indications at Existing Signal|EPG 902.11.1 School Crossing Indications at Existing Signal]] and [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR05_<br/>School_Crossing_<br/>Signal_(By_<br/>School_District)||School desires to install a school signal with crossing|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || yes|| [[902.11 Traffic Control for Schools#902.11.2 Mid-Block School Crossing|EPG 902.11.2 Mid-Block School Crossing]]<br />
|-<br />
|TR06_<br/>Emergency_Vehicle_<br/>Operations_Signal||Emergency service desires to install an emergency signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.8 Traffic Control Signals and Hybrid Beacons for Emergency Vehicle Access (MUTCD Chapter 4G)#902.8.1 Application of Emergency-Vehicle Traffic Control Signals and Hybrid Beacons (MUTCD Section 4G.01)|EPG 902.8.1 Application of Emergency-Vehicle Traffic Control Signals and Hybrid Beacons]]<br />
|-<br />
|TR08_<br/>Roadside_Flashers<br/>_for_School_<br/>Operation||School desires to install a school flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| [[903.18 Signing for School Areas#903.18.5.1 School Assembly Installation Contracts|EPG 903.18.5.1 School Assembly Installation Contracts]] and [[903.18 Signing for School Areas#903.18.14 School Speed Limit Flasher Assembly (S4-3P, R2-1, S4-4P) and END SCHOOL SPEED LIMIT Sign (S5-3) (MUTCD Section 7B.15)|EPG 903.18.14 School Speed Limit Flasher Assembly (S4-3P, R2-1, S4-4P) and END SCHOOL SPEED LIMIT Sign (S5-3)]]<br />
|-<br />
|TR09_<br/>Application_For<br/>_Signs_at_<br/>Cattle_Crossing||Third party desires to sign a cattle crossing|| Districts ||Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|EPG 903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P)]]<br />
|-<br />
|TR10_<br/>Contract_for_<br/>Signs_at_School<br/>_Crossing (Outside<br/>_Municipalities)||School desires to install school crossing signs and a crosswalk|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no || -<br />
|-<br />
|TR11_<br/>Contract_for_<br/>School_Crossing_<br/>(In_Municipalities)||School desires to install school crossing signs and a crosswalk ||Districts ||Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.18 Signing for School Areas#903.18.5.1 School Assembly Installation Contracts|EPG 903.18.5.1 School Assembly Installation Contracts]] <br />
|-<br />
|TR12_<br/>Contract_for_<br/>Signs_at_<br/>Truck_Crossing||Third party desires to install truck crossing signs|| Districts|| Central Office Highway Safety and Traffic - only if modified|| District Engineer|| - || - || no|| [[903.6 Warning Signs#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|EPG 903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14)]]<br />
|-<br />
|TR13_<br/>Joint_Use_<br/>Driveway_Agreement||Two property owners will share a driveway|| Districts|| Central Office Highway Safety and Traffic - only if modified|| None|| - || - || no|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.9.7.10_Guidelines_for_Review_of_Requests_for_Overweight_Crossings_of_State_Highways EPG 941.9.7.10 Guidelines for Review of Requests for Overweight Crossings of State Highways]<br />
|-<br />
|TR14_<br/>Entrance_Shiftin<br/>g_Agreement||Property owner wants to shift existing access|| - || - || District Engineer|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR15_<br/>Signing_Paid_<br/>by_Applicant''' <sup>4</sup>'''||Third party desires to install guide signs or custom city limit or accomplishement plaques.|| Districts|| Central Office Highway Safety and Traffic ||State Highway Safety and Traffic Engineer|| - || - ||no|| [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR15]<br />
|-<br />
|TR16_<br/>Agreement_for_<br/>Installation_of_<br/>Traffic_Signal_<br/>by_Others||Third party desires to install a traffic signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [[902.4 Signal Installations and Equipment#902.4.1.1 Conditions for installation by permit|EPG 902.4.1.1 Conditions for installation by permit]]<br />
|-<br />
|TR17_<br/>Traffic_Engineering<br/>_Studies||Use of a consultant to perform traffic engineering services|| - || - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR18_<br/>Towing_Services<br/>_Agreement||Use of a towing company to assist the Emergency Response program|| - || - || Commission ||Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR19_<br/>Contract_<br/>for_School_Signal<br/>_(District)||School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR20_<br/>Contract_for_<br/>School_Signal_<br/>(In_Municipalities)|| School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR21_<br/>Contract_for_<br/>School_Signal <br/>(Outside_<br/>Municipalities)||School desires to install a traffic signal|| Districts|| Central Office Highway Safety and Traffic - only if modified||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR23_<br/>Annual_Traffic_<br/>Safety_Conference||Contract with University of Missouri to coordinate the Annual Traffic and Safety Conference|| Central Office Highway Safety and Traffic || -|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR24_<br/>Entrance_Shift_<br/>and_Widening_Agreement||Property owner wants to shift and widen an existing access|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR25_<br/>Entrance_Widening<br/>_Agreement||Property owner want to widen an exisiting access || - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR26_<br/>Installation_of_<br/>Roadside_Flashers_<br/>for_Emergency_<br/>Vehicle_Operation||Emergency service desires to install a road side flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.7 Procedures For Advance Beacon Installations by Outside Parties|EPG 902.12.7 Procedures For Advance Beacon Installations by Outside Parties]]<br />
|-<br />
|TR27_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(District)||School desires to install a signal, pedestrian crossing and roadside flashers || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR28_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(In_Municipalities)||School desires to install a signal and pedestrian signals || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR29_<br/>Contract_for_<br/>School_Signal_<br/>with_School_<br/>Crossing_Signal_<br/>(Outside_<br/>Municipalities)||School desires to install a signal and pedestrian signals || Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[902.11 Traffic Control for Schools#902.11.3 School Signal at Entrance|EPG 902.11.3 School Signal at Entrance]]<br />
|-<br />
|TR31_<br/>Entrance_Shift<br/>_and_Widening_<br/>(Multiple_Owners)||Property owners desire to shift and widen existing access|| - || - ||Commission|| Chief Counsel's Office||Commission Secretary's Office|| no|| [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.21_Agreement_for_Shifting_State_Highway_Entrance EPG 105.21 Agreement for Shifting State Highway Entrance] and [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR32_<br/>Supplemental_Signing<br/>_Agreement<sup>'''5'''</sup> ||Extension of the contract duration for the TR-15 ||Districts ||Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer|| - || - || no || [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR32] <br />
|-<br />
|TR34_<br/>Agreement_for_<br/>Street_Marking||Contract with third party to apply pavement markings to non-state roadways|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR35_<br/>Agreement_for_<br/>Painting_Traffic<br/>_Signals||Third party desires to apply a paint coating to a traffic signal ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| - <br />
|-<br />
|TR36_<br/>Automated_Speed<br/>_Enforcement_Agreement||Third party desires to install automated enforcement on our right of way ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[:Category:950 Automated Traffic Enforcement#950.2.1 Applications for Automated Speed Enforcement|EPG 950.2.1 Applications for Automated Speed Enforcement]]<br />
|-<br />
|TR37_<br/>School_Bus_<br/>Stop_Ahead_Flashers||School desires to install flashers on the School Bus Stop Ahead sign ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| - <br />
|-<br />
|TR38_<br/>Highway_Naming<br/>_Agreement||County/City desires to name a portion of a state roadway|| Districts|| Central Office Highway Safety and Traffic || Commission|| Chief Counsel's Office|| Commission Secretary's Office ||no|| -<br />
|-<br />
|TR39_<br/>Lighting_Agreement||County/City desires to install lighting on MoDOT right of way|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR40_<br/>Traffic_Signal<br/>_Pre-Emption_Agreement||Third party desires to install pre-emption equipment on our signals ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR41_<br/>Cattle_Pass<br/>_Agreement||Third party desires to create a cattle pass using Commission bridge/box|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| no|| -<br />
|-<br />
|TR42_<br/>Signing_Installed<br/>_and_Maintained_<br/>by_Applicant '''<sup>4</sup>'''||Third party desires to install community awareness/local reference signs|| Districts|| Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer || - || - ||no|| [http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR42]<br />
|-<br />
|TR43_<br/>Automated_Traffic<br/>_Signal_Enforcement<br/>_Agreement||Third party desires to install automated enforcement on our right of way|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [[:Category:950 Automated Traffic Enforcement#950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011|EPG 950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]] and [[:Category:950 Automated Traffic Enforcement#950.1.7 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed Prior to January 2011|EPG 950.1.7 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed Prior to January 2011]]<br />
|-<br />
|TR44_<br/>Levee_Attachment<br/>_Agreement||Levee district desires to install a levee on Commission right of way|| - || - || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:203_Roadway_and_Drainage_Excavation%2C_Embankment_and_Compaction#203.2.5_Levee_Attachments EPG 203.2.5 Levee Attachments]<br />
|-<br />
|TR45_<br/>KC_Scout_Data_<br/>and_Video_Access<br/>_Agreement||Company desires to have access to CCTV feed|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR46_<br/>Gateway_Guide_<br/>Data_and_Video<br/>_Access_Agreement||Company desires to have access to CCTV feed|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR47_<br/>Wayfinding_Signing<br/>_Agreement '''<sup>4</sup>'''||City desires to install wayfinding signs|| Districts|| Central Office Highway Safety and Traffic || State Highway Safety and Traffic Engineer || - || - ||no ||[http://sp/sites/ts/Contracts1/Forms/AllItems.aspx?RootFolder=%2Fsites%2Fts%2FContracts1%2FSigning%2FProcesses&FolderCTID=0x01200005DEE6E0F43F1A45B27697605C229FA1&View=%7B20DF2984%2D686A%2D4896%2DB31A%2D444231D01063%7D Written Instruction for TR47]<br />
|-<br />
|TR48_<br/>Break_In_<br/>Limited_Access||Third party desires to have an acess in limited access right of way|| Central Office Highway Safety and Traffic/Districts|| - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR49_<br/>Impact_Assessment_<br/>Agreement||Third party improvements will negatively affect a future Commission project ||Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| -<br />
|-<br />
|TR50_-_<br/>Electronic_Signature_<br/>Agreement (Utility_Permits)||Utility company wants access to generate automated permits|| Districts || Central Office Highway Safety and Traffic || Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| -<br />
|-<br />
|TR51_<br/>Break_in_Access<br/>_License||Third party desires to have an acess in limited access right of way|| Central Office Highway Safety and Traffic/Districts|| - ||Commission|| Chief Counsel's Office|| Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=Category:941_Permits_and_Access_Requests#941.2.2_Evaluation_Guidelines_and_Considerations EPG Evaluation Guidelines and Considerations]<br />
|-<br />
|TR52_<br/>Illuminated_Street<br/>_Sign_Agreement||Third party desires to install illuminated street name signs|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office|| Commission Secretary's Office|| no|| - <br />
|-<br />
|TR53_<br/>Roadside_Flashers_for<br/>_City_County_Operation ||School desires to install a school flasher|| Districts|| Central Office Highway Safety and Traffic - only if modified|| Commission|| Chief Counsel's Office ||Commission Secretary's Office|| yes|| [https://epg.modot.org/index.php?title=902.12_Flashing_Beacons_%28MUTCD_Chapter_4L%29#902.12.7_Procedures_For_Advance_Beacon_Installations_by_Outside_Parties EPG 902.12.7 Procedures For Advance Beacon Installations by Outside Parties]<br />
|-<br />
|TR55_<br/>ITS_Installation_<br/>Maintenance_Agreement||Third party desires to install fiber optic cable which crosses various state owned right of way || Districts|| Central Office Highway Safety and Traffic|| Commission|| Chief Counsel's Office ||Commission Secretary's Office||yes || ‐<br />
|-<br />
|TR56_<br/>Interactive_Radar<br/>_Sign_Agreement || City/County desires to install interactive radar activated “YOUR SPEED” display signs || Districts || Central Office Highway Safety and Traffic ||Commission ||Chief Counsel's Office || Commission Secretary's Office || yes || [[903.16 Signing Agreements|EPG 903.16 Signing Agreements]]<br />
|-<br />
|TR57_<br/>License_Agreement ||When a licensee requests to use a licensor’s trademark on licensee's website or other promotional material to reflect the licensor is a pledged partner of MoDOT’s Safety campaigns || Districts/Central Office Highway Safety || Central Office Highway Safety and Traffic || Commission || Chief Counsel's Office || Commission Secretary's Office || no || ‐<br />
|-<br />
|TR58_<br/>Transportation_Data_<br/>License_Agreement||When a licensee requests access to transportation data||Central Office Highway Safety and Traffic||Central Office Highway Safety and Traffic||State Highway Safety and Traffic Engineer||Chief Counsel’s Office|| Commission Secretary’s Office|| no|| -<br />
|-<br />
| TR61_<br/>Motor_Vehicle_Crash<br/>_Data_License<br/>_Agreement||Third party desires Crash Data for the purpose of reviewing high crash and intersection locations to determine engineering solutions.||Central Office Highway Safety and Traffic||Central Office Highway Safety and Traffic||State Highway Safety and Traffic Engineer||Chief Counsel's Office – if modified|| - ||no|| -<br />
|-<br />
|TR62_<br/>Kansas_Department_<br/>of_Transportation_<br/>Kansas_City_Scout<br/>_Bi-State_Agreement|| The agreement of Kansas and Missouri to have a shared TMC|| Kansas City Scout|| Kansas City Scout – only if modified|| Director or Director's designee|| Chief Counsel’s Office|| Commission Secretary’s Office|| no|| <br />
|-<br />
|colspan="9" align="left"|'''1''' Use the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements site] to find and begin drafting the corresponding boilerplate agreement. <br />
|-<br />
|colspan="9" align="left"|'''2''' Any agreement that is changed from its original form must be reviewed by CCO. Please refer to [[:Category:153 Agreements and Contracts#153.1.4 Step 3, Chief Counsel’s Office (CCO) Review|EPG 153.1.4 Step 3, Chief Counsel’s Office (CCO) Review]] and throughout EPG 153 for guidance on when to contact CCO. When in doubt, do not hesitate to contact CCO for guidance.<br />
|-<br />
|colspan="9" align="left"|'''3''' Can also be found in the Execution of Documents Policy <br />
|-<br />
|colspan="9" align="left"|'''4''' If district modifies the agreement, the agreement is then signed by the Commission. <br />
|} <br />
<br />
<br />
<br />
<br />
<br />
<br />
[[Category:153 Agreements and Contracts|153.21]]</div>Legged1https://epg.modot.org/index.php?title=902.8_Traffic_Control_Signals_and_Hybrid_Beacons_for_Emergency_Vehicle_Access_(MUTCD_Chapter_4G)&diff=51798902.8 Traffic Control Signals and Hybrid Beacons for Emergency Vehicle Access (MUTCD Chapter 4G)2022-08-31T22:25:03Z<p>Legged1: Per TR(#3534), cost agreements changed.</p>
<hr />
<div>==902.8.1 Application of Emergency-Vehicle Traffic Control Signals and Hybrid Beacons (MUTCD Section 4G.01)==<br />
<br />
'''Support.''' An emergency-vehicle traffic control signal is a special traffic control signal that assigns the right of way to an authorized emergency vehicle. <br />
<br />
'''Standard.''' Consideration for the installation of an emergency vehicle signal is only given when an emergency vehicle facility is located on a state highway and the emergency vehicle, upon leaving the facility, enters directly onto that highway.<br />
<br />
'''Option.''' An emergency-vehicle traffic control signal may be installed at a location that does not meet other traffic signal warrants such as at an intersection or other location to permit direct access from a building housing the emergency vehicle.<br />
<br />
An emergency-vehicle hybrid beacon may be installed instead of an emergency-vehicle traffic control signal under conditions described in EPG 902.8.4.<br />
<br />
'''Guidance.''' If a traffic control signal is not justified under the signal warrants of [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C)|EPG 902.3 Traffic Control Signal Needs Studies]] and if gaps in traffic are not adequate to permit the timely entrance of emergency vehicles, or the stopping sight distance for vehicles approaching on the major street is insufficient for emergency vehicles, installing an emergency-vehicle traffic control signal should be considered. If one of the signal warrants of EPG 902.3 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 [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)|EPG 902.5 Traffic Control Signal Features]].<br />
<br />
The sight distance determination should be based on the location of the visibility obstruction for the critical approach lane for each street or drive and the posted or statutory speed limit or 85<sup>th</sup>-percentile speed on the major street, whichever is higher.<br />
<br />
'''Standard.''' For a new emergency vehicle signal installation, the emergency entity, city, or other organization having control over the emergency equipment, will be required to pay the full cost of construction and will be required to maintain the equipment.<br />
<br />
'''Guidance.''' The MoDOT district uses the applicant's request and supporting data to approve the installation. If approval is given, a contract is executed between the Missouri Highway and Transportation Commission and the proper local authorities or organization that covers the installation, maintenance, and operation of such a signal. <br />
<br />
Normally a push button is located in the emergency facility. The push button and the connection (wireless or wired) to the signal will be provided and maintained by the emergency facility.<br />
<br />
'''Standard.''' Upon completion of the installation, the requesting party will be responsible for all maintenance, replacement costs, and power costs. <br />
<br />
'''Support.''' The [[153.21 Traffic|TR06]] Emergency Vehicle Signal Agreement is the standard agreement to be used.<br />
<br />
See [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38 Preemption and Priority Control of Traffic Control Signals (MUTCD Section 4D.27)|EPG 902.5.38]] for preemption.<br />
<br />
==902.8.2 Design of Emergency-Vehicle Traffic Control Signals (MUTCD Section 4G.02)==<br />
<br />
'''Standard.''' Except as otherwise provided in this article, an emergency-vehicle traffic control signal shall meet the requirements of [[:Category:902 Signals|EPG 902]].<br />
<br />
An Emergency Vehicle (W11-8) sign (see [[903.6 Warning Signs#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|EPG 903.6.40]]) with an EMERGENCY SIGNAL AHEAD (W11-12P) supplemental plaque shall be placed in advance of all emergency-vehicle traffic control signals. If a warning beacon is installed to supplement the W11-8 sign, the design and location of the beacon shall comply with the Standards of [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.1 General Design and Operation of Flashing Beacons (MUTCD Section 4L.01)|EPG 902.12.1]] and [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.3 Warning Beacon (MUTCD Section 4L.03)|EPG 902.12.3]].<br />
<br />
'''Guidance.''' At least one of the two required signal faces for each approach on the major street should be located horizontally over the roadway. Also, at least one signal head faces the direction of approach of the emergency vehicle.<br />
<br />
'''Standard.''' The following size signal indications shall be used for emergency-vehicle traffic control signals on the major street: 12 in. diameter for steady red and steady yellow circular signal indications and any arrow indications, and 8 in. diameter for flashing yellow circular signal indications.<br />
<br />
The indications for the approach of the emergency vehicle shall be a 12 in. steady red and a 12 in. green.<br />
<br />
'''Standard.''' An EMERGENCY SIGNAL (R10-13) sign shall be mounted adjacent to a signal face on each major street approach (see MUTCD Section 2B.53). If an overhead signal face is provided, the EMERGENCY SIGNAL sign shall be mounted adjacent to the overhead signal face.<br />
<br />
'''Option.''' An approach that only serves emergency vehicles may be provided with only one signal face consisting of two or more signal sections.<br />
<br />
'''Support.''' See [[media:902.4.4 Typical Emergency Vehicle Signal Layouts.doc|Typical Emergency Vehicle Signal Layouts]] and Figure 902.8.2, below, for standard emergency vehicle signal installation. <br />
<br />
[[image:902.4.4 Emergency Vehicle Signals.gif|750px|center|thumb|<center>'''Figure 902.8.2 Emergency Vehicle Signals'''</center>]]<br />
<br />
==902.8.3 Operation of Emergency-Vehicle Traffic Control Signals (MUTCD Section 4G.03)==<br />
<br />
'''Standard.''' Right of way for emergency vehicles at signalized locations operating in the steady (stop-and-go) mode shall be obtained as provided in [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38 Preemption and Priority Control of Traffic Control Signals (MUTCD Section 4D.27)|EPG 902.5.38 Preemption and Priority Control of Traffic Control Signals]].<br />
<br />
As a minimum, the signal indications, sequence, and manner of operation of an emergency-vehicle traffic control signal installed at a midblock location shall be as follows:<br />
<br />
:A. The signal indication, between emergency-vehicle actuations, shall be flashing yellow. The flashing yellow signal indication shall be displayed in the normal position of the green signal indication, while the steady red and steady yellow signal indications shall be displayed in their normal positions.<br />
<br />
:B. When an emergency-vehicle actuation occurs, a steady yellow change interval followed by a steady red interval shall be displayed to traffic on the major street.<br />
<br />
:C. A yellow change interval is not required following the green interval for the emergency-vehicle driveway.<br />
<br />
Emergency-vehicle traffic control signals located at intersections shall either be operated in the flashing mode between emergency-vehicle actuations (see [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.39 Flashing Operation of Traffic Control Signals – General (MUTCD Section 4D.28)|EPG 902.5.39 Flashing Operation of Traffic Control Signals – General]] through [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.42 Flashing Operation – Transition Out of Flashing Mode (MUTCD Section 4D.31)|EPG 902.5.42 Flashing Operation – Transition Out of Flashing Mode]] and [[media:902.4.4 Typical Emergency Vehicle Signal Layouts.doc|Typical Emergency Vehicle Signal Layouts]]) or be full-actuated or semi-actuated to accommodate normal vehicular and pedestrian traffic on the streets. <br />
Warning beacons, if used with an emergency-vehicle traffic control signal, shall be flashed only:<br />
<br />
:A. For an appropriate time in advance of and during the steady yellow change interval for the major street; and<br />
<br />
:B. During the steady red interval for the major street.<br />
<br />
'''Guidance.''' The duration of the steady red interval for traffic on the major street should be determined by on-site test-run time studies but should not exceed 1.5 times the time required for the emergency vehicle to clear the path of conflicting vehicles.<br />
<br />
'''Option.''' An emergency-vehicle traffic control signal sequence may be initiated manually from a local control point such as a fire station, law enforcement headquarters or other emergency vehicle facility or from an emergency vehicle equipped for remote operation of the signal.<br />
<br />
==902.8.4 Emergency-Vehicle Hybrid Beacons (MUTCD Section 4G.04)==<br />
<br />
'''Standard.''' Emergency-vehicle hybrid beacons shall be used only in conjunction with signs to warn and control traffic at an unsignalized location where emergency vehicles enter or cross a street or highway. Emergency-vehicle hybrid beacons shall be actuated only by authorized emergency or maintenance personnel.<br />
<br />
'''Guidance.''' Emergency-vehicle hybrid beacons should only be used when all the following criteria are satisfied:<br />
<br />
:A. The conditions justifying an emergency-vehicle traffic control signal (see EPG 902.8.1) are met; and<br />
<br />
:B. An engineering study, considering the road width, approach speeds, and other pertinent factors, determines that emergency-vehicle hybrid beacons can be designed and located in compliance with the requirements contained in this article and in [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.1 General Design and Operation of Flashing Beacons (MUTCD Section 4L.01)|EPG 902.12.1]], so that they effectively warn and control traffic at the location; and<br />
<br />
:C. The location is not at or within 100 ft. from an intersection or driveway where the side road or driveway is controlled by a STOP or YIELD sign.<br />
<br />
'''Standard.''' Except as otherwise provided in this article, an emergency-vehicle hybrid beacon shall meet the requirements of EPG 902.<br />
<br />
An emergency-vehicle hybrid beacon face shall consist of three signal sections, with a CIRCULAR YELLOW signal indication centered below two horizontally aligned CIRCULAR RED signal indications (see Fig. 902.8.4).<br />
<br />
[[image:902.8.4.jpg|center|750px|thumb|<center>'''Fig. 902.8.4 Sequence for an Emergency-Vehicle Hybrid Beacon'''</center><br />
<br />
'''Note:''' An optional steady red clearance interval may be used after Interval 3 and before Interval 4.<br />
]]<br />
<br />
Emergency-vehicle hybrid beacons shall be placed in a dark mode (no indications displayed) during periods between actuations.<br />
<br />
Upon actuation by authorized emergency personnel, the emergency-vehicle hybrid beacon faces shall each display a flashing yellow signal indication, followed by a steady yellow change interval, prior to displaying two CIRCULAR RED signal indications in an alternating flashing array for a duration of time adequate for egress of the emergency vehicles. The alternating flashing red signal indications shall only be displayed when it is required that drivers on the major street stop and then proceed subject to the rules applicable after making a stop at a STOP sign. Upon termination of the flashing red signal indications, the emergency-vehicle hybrid beacons shall revert to a dark mode (no indications displayed) condition.<br />
<br />
'''Guidance.'''<br />
<br />
The duration of the flashing yellow interval should be determined by engineering judgment.<br />
<br />
'''Standard.''' The duration of the steady yellow change interval shall be determined using engineering practices.<br />
<br />
'''Guidance.''' The steady yellow change interval should have a minimum duration of 3 seconds and a maximum duration of 6 seconds (see [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.36.2 Yellow Change and Red Clearance Intervals (MUTCD Section 4D.26)|EPG 902.5.36.2 Yellow Change and Red Clearance Intervals]]). The longer intervals should be reserved for use on approaches with higher speeds.<br />
<br />
'''Option.''' A steady red clearance interval may be used after the steady yellow change interval.<br />
<br />
Emergency-vehicle hybrid beacons may be equipped with a light or other display visible to the operator of the egressing emergency vehicle to provide confirmation that the beacons are operating.<br />
<br />
Emergency-vehicle hybrid beacons may be supplemented with an advance warning sign, which may also be supplemented with a Warning Beacon [[902.12 Flashing Beacons (MUTCD Chapter 4L)#902.12.3 Warning Beacons (MUTCD Section 4L.03)|EPG 902.12.3]].<br />
<br />
'''Standard.''' Warning beacons, if used with an emergency-vehicle hybrid beacon, shall be flashed only when the emergency-vehicle hybrid beacon is not in the dark mode.<br />
<br />
'''Standard.''' At least two emergency-vehicle hybrid beacon faces shall be installed for each approach of the major street with at least one being overhead and a stop line shall be installed for each approach of the major street.<br />
<br />
'''Guidance.''' On approaches having posted or statutory speed limits or 85th-percentile speeds in excess of 40 mph, and on approaches having traffic or operating conditions that would tend to obscure visibility of roadside beacon faces, both of the minimum of two emergency-vehicle hybrid beacon faces should be installed over the roadway.<br />
<br />
An emergency-vehicle hybrid beacon should comply with the signal face location provisions described in [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.17 Number of Signal Faces on an Approach (MUTCD Section 4D.11)|EPG 902.5.17]] through [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.22 Lateral Offset (Clearance) of Signal Faces (MUTCD Section 4D.16)|EPG 902.5.21]].<br />
<br />
'''Standard.''' Stop lines and EMERGENCY SIGNAL—STOP WHEN FLASHING RED (R10-14) signs (see MUTCD Section 2B.53) shall be used with emergency-vehicle hybrid beacons. <br />
<br />
'''Option.''' If needed for extra emphasis, a STOP HERE ON FLASHING RED (R10-14b) sign (see MUTCD Section 2B.53) may be installed with an emergency-vehicle hybrid beacon.<br />
<br />
<br />
<br />
[[Category:902 Signals|902.08]]</div>Legged1https://epg.modot.org/index.php?title=903.5_Regulatory_Signs&diff=51797903.5 Regulatory Signs2022-08-31T21:35:25Z<p>Legged1: Per TR(#3537), 903.5.43 Noise Ordinance Signing overhauled to Engine Brake Muffler Required Signing</p>
<hr />
<div>{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R1-1.gif|left|110px]]||[[image:R7-10.gif|90px]]||[[image:R2-1.gif|80px]]||[[image:R3-4.gif|85px]]||[[image:R13-2.gif|115px]]||[[image:R7-4.gif|85px]]<br />
|}<br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
|[https://epg.modot.org/files/1/1d/949.2_speed_limits.pdf How Speed Limits are Established]<br />
|}<br />
<br />
<br />
<br />
==903.5.1 Application ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.01)==<br />
<br />
'''Standard.''' Regulatory signs shall be used to inform road users of selected traffic laws or regulations and indicate the applicability of the legal requirements.<br />
<br />
Regulatory signs shall be installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be designed and installed to provide adequate visibility and legibility in order to obtain compliance.<br />
<br />
Regulatory signs shall be retroreflective or illuminated (see [https://epg.modot.org/index.php?title=903.2_Extent_of_Signing#903.2.17_Retroreflectivity_and_Illumination_.28MUTCD_Section_2A.07.29 EPG 903.2.17, Retroreflectivity and Illumination]) to show the same shape and similar color by both day and night, unless specifically stated otherwise in the text discussion of this article for a particular sign or group of signs.<br />
<br />
The requirements for sign illumination shall not be considered to be satisfied by street or highway lighting.<br />
<br />
==903.5.2 Design ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.02)==<br />
<br />
'''Standard.''' Regulatory signs shall be rectangular unless specifically designated otherwise. Regulatory signs shall be designed in accordance with the sizes, shapes, colors and legends contained in the EPG. <br />
<br />
'''Option.''' Regulatory word message signs other than those classified and specified in the EPG and the [https://mutcd.fhwa.dot.gov/ser-shs_millennium.htm ''Standard Highway Signs and Markings''] book may be developed to aid the enforcement of other law or regulations. <br />
<br />
Except for symbols on regulatory signs, minor modifications may be made to the design provided that the essential appearance characteristics are met.<br />
<br />
'''Support.''' The use of educational plaques to supplement symbol signs is described in [[903.2 Extent of Signing#903.2.14 Symbols (MUTCD Section 2A.12)|EPG 903.2.14, Symbols]]. <br />
<br />
'''Guidance.''' [https://epg.modot.mo.gov/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable Message signs] displaying a regulatory message incorporating a prohibitory message that includes a red circle and slash on a static sign should display a red symbol that approximates the same red circle and slash as closely as possible.<br />
<br />
==903.5.3 Dimensions ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.03)==<br />
<br />
'''Standard.''' Except as provided in [[903.2 Extent of Signing#903.2.13 Dimensions (MUTCD Section 2A.11)|EPG 903.2.13]], the sizes for regulatory signs shall be as shown in Table 903.5.3, below. <br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.2_Extent_of_Signing#903.2.21_Dimensions_.28MUTCD_Section_2A.11.29 EPG 903.2.13] contains information regarding the applicability of the various columns in Table 903.5.3.<br />
<br />
'''Standard.''' The minimum sizes for regulatory signs facing traffic on multi-lane conventional roads shall be as shown in the multi-lane column of Table 903.5.3.<br />
<br />
'''Standard.''' A minimum size of 36 in. x 36 inches shall be used for STOP signs that face multi-lane approaches. <br />
<br />
Where side roads intersect a multi-lane street or highway that has a speed limit of 45 mph or higher, the minimum size of the STOP signs facing the side road approaches, even if the side road only has one approach lane, shall be 36 in. x 36 inches. <br />
<br />
Where side roads intersect a multi-lane street or highway that has a speed limit of 40 mph or lower, the minimum size of the STOP signs facing the side road approaches shall be as shown in the single lane or multi-lane columns of Table 903.5.3 based on the number of approach lanes on the side street approach. <br />
<br />
===<center>''Table 903.5.3 Regulatory Sign and Plaque Sizes''</center>=== <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" rowspan="2"|Sign or Plaque!! style="background:#BEBEBE" rowspan="2"|Sign Designation !! style="background:#BEBEBE" rowspan="2"|EPG Article !! style="background:#BEBEBE" colspan="3"|Conventional Road (in. x in.)!! style="background:#BEBEBE"|Freeway/Expressway (in. x in.)<br />
|-<br />
! style="background:#BEBEBE"|Single Lane!! style="background:#BEBEBE"|Multi-Lane!! style="background:#BEBEBE"| Oversized !! style="background:#BEBEBE" WIDTH=130|Mainline and Ramps<br />
|-<br />
! STOP<br />
||R1-1||[[#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]||36 X 36||36 X 36||48 X 48|| 48 X 48<br />
|-<br />
!ALL-WAY<br />
||R1-3P||[[#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]||30 X 12||30 X 12|| - || -<br />
|-<br />
!YIELD<br />
||R1-2||[[#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] ||48 X 48||48 X 48||- ||60 X 60<br />
|-<br />
!TO ONCOMING TRAFFIC<br />
||R1-2aP||[[#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] ||36 X 30||36 X 30||- ||-<br />
|-<br />
!YIELD HERE TO PEDS<br />
||R1-5 ||[[#903.5.6 YIELD HERE TO PEDESTRIANS Signs (R1-5, R1-5a) (MUTCD Section 2B.11)|903.5.6]]||36 X 36||36 X 36|| -|| -<br />
|-<br />
!SPEED LIMIT<br />
||R2-1 ||[[#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]||36 X 48||36 X 48||48 X 60|| 48 X 60<br />
|-<br />
!COMBINED SPEED LIMIT<br />
||R2-4a ||[[#903.5.8 Combination Speed Limit Sign (R2-4a)|903.5.8]]||- ||- ||- ||48 X 96<br />
|-<br />
!SPEED LIMIT _ EXCEPT WHERE POSTED<br />
||R2-5d ||[[#903.5.9 SPEED LIMIT XX EXCEPT WHERE POSTED Signs (R2-5d)|903.5.9]]||36 X 48||36 X 48||- ||36 X 48<br />
|-<br />
!No Right Turn<br />
||R3-1 ||[[#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]||24 X 24||36 X 36||48 X 48|| 48 X 48<br />
|-<br />
!No Left Turn<br />
||R3-2 ||[[#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]||24 X 24||36 X 36||48 X 48|| 48 X 48<br />
|-<br />
!NO TURNS<br />
||R3-3 ||[[#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]||24 X 24||36 X 36||- ||36 X 36<br />
|-<br />
!No U Turn<br />
||R3-4 ||[[#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]||24 X 24||48 X 48|| -|| -<br />
|-<br />
!No U Turn/No Left Turn<br />
||R3-18 ||[[#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]||24 X 24||48 X 48|| -|| -<br />
|-<br />
!Right (Left/Ahead) Only<br />
||R3-5 ||[[#903.5.13 Mandatory Movement Lane Control Signs (R3-5, R3-5a and R3-7)(MUTCD Section 2B.20)|903.5.13]]||30 X 36||30 X 36|| -|| -<br />
|-<br />
!RIGHT (LEFT) LANE MUST TURN RIGHT (LEFT)<br />
||R3-7 ||[[#903.5.13 Mandatory Movement Lane Control Signs (R3-5, R3-5a and R3-7)(MUTCD Section 2B.20)|903.5.13]]|| 30 X 30|| 36 X 36 ||- ||-<br />
|-<br />
!Straight and Right (Left)<br />
||R3-6 ||[[#903.5.14 Optional Lane Control Sign (R3-6) (MUTCD Section 2B.21)|903.5.14]]|| 30 X 36|| 30 X 36|| -|| -<br />
|-<br />
!Two-Way Left Turn Only (overhead)<br />
||R3-9a ||[[#903.5.15 Two-Way Left Turn Only/Center Lane Only Signs (R3-9a, R3-9b)(MUTCD Section 2B.24)|903.5.15]]|| 30 X 36|| 30 X 36|| -|| -<br />
|-<br />
!Center Lane Two-Way Left Turn Only (post-mounted)<br />
||R3-9b ||[[#903.5.15 Two-Way Left Turn Only/Center Lane Only Signs (R3-9a, R3-9b)(MUTCD Section 2B.24)|903.5.15]]|| 24 X 36|| 24 X 36|| 36 X 48|| -<br />
|-<br />
!DO NOT PASS<br />
||R4-1||[[#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]]|| 36 X 48|| 36 X 48|| -|| -<br />
|-<br />
!PASS WITH CARE<br />
||R4-2||[[#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]]|| 36 X 48|| 36 X 48|| -|| -<br />
|-<br />
!SLOWER TRAFFIC KEEP RIGHT<br />
||R4-3||[[#903.5.18 SLOWER TRAFFIC KEEP RIGHT (R4-3) (MUTCD Section 2B.30)|903.5.18]]|| 36 X 48|| 36 X 48|| 48 X 60|| 48 X 60<br />
|-<br />
!Keep Right<br />
||R4-7||[[#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 24 X 30|| 24 X 30|| 36 X 48|| 48 X 60<br />
|-<br />
!KEEP RIGHT (horizontal arrow)<br />
||R4-7a||[[#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 36 X 48|| 48 X 60|| 48 X 60|| 48 X 60<br />
|-<br />
!KEEP RIGHT (45° arrow)<br />
||R4-7b||[[#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 36 X 48|| 48 X 60|| 48 X 60|| 84 X 96<br />
|-<br />
!Keep Left<br />
||R4-8||[[#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 24 X 30|| 24 X 30|| 36 X 48|| 48 X 60<br />
|-<br />
!KEEP LEFT (horizontal arrow)<br />
||R4-8a||[[#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 36 X 48|| 48 X 60|| 48 X 60|| 48 X 60<br />
|-<br />
!DO NOT DRIVE ON SHOULDER<br />
||R4-17||[[#903.5.34 DO NOT DRIVE ON SHOULDER Sign (R4-17) (MUTCD Section 2B.36)|903.5.34]]|| 36 X 48|| 36 X 48|| -|| -<br />
|-<br />
!DO NOT ENTER<br />
||R5-1||[[#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]]|| 30 X 30|| 36 X 36|| - ||48 X 48<br />
|-<br />
!WRONG WAY<br />
||R5-1a||[[#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]]|| 36 X 24|| 42 X 30|| 42 X 30|| 42 X 30<br />
|-<br />
!PEDESTRIANS PROHIBITED<br />
||R5-10c|| [[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]] || 24 X 12|| 24 X 12|| - ||24 X 12<br />
|-<br />
!NO MOTOR VEHICLES<br />
||R5-3||[[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]]|| 24 X 24|| 24 X 24|| - ||24 X 24<br />
|-<br />
!NO VENDING<br />
||R5-24||[[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]]|| 24 X 24|| 24 X 24|| - ||24 X 24<br />
|-<br />
!NO FISHING FROM BRIDGE<br />
||R5-25||[[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]]|| 18 X 24|| 18 X 24|| - ||18 X 24<br />
|-<br />
!NO PARKING ON BRIDGE<br />
||R7-35||[[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]]|| 18 X 24|| 18 X 24|| - ||18 X 24<br />
|-<br />
!DO NOT STOP ON TRACKS<br />
||R5-31||[[#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|903.5.22]]|| 24 X 30 ||24 X 30|| -|| -<br />
|-<br />
!ONE WAY<br />
||R6-1||[[#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 36 X 12|| 54 X 18|| - ||54 X 18<br />
|-<br />
!ONE WAY<br />
||R6-2||[[#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 24 X 30|| 30 X 36|| - ||48 X 60<br />
|-<br />
!DIVIDED HIGHWAY (4-legged)<br />
||R6-3||[[#903.5.25 Divided Highway Crossing Signs (R6-3, R6-3a, R6-3b) (MUTCD Section 2B.42)|903.5.25]]|| 30 X 24|| 30 X 24|| -|| 36 X 30<br />
|-<br />
!DIVIDED HIGHWAY (T-intersection)<br />
||R6-3a||[[#903.5.25 Divided Highway Crossing Signs (R6-3, R6-3a, R6-3b) (MUTCD Section 2B.42)|903.5.25]]|| 30 X 24|| 30 X 24|| -|| 36 X 30<br />
|-<br />
!No Parking Signs<br />
||R7 series||[[#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|903.5.26]]|| 18 x 24|| 18 x 24|| -|| -<br />
|-<br />
!Combination No Parking <br />
||R7-200||[[#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|903.5.26]]|| 36 X 24|| 36 X 24|| -|| -<br />
|-<br />
!TOW AWAY ZONE<br />
||R7-201aP||[[#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|903.5.26]]|| 18 x 9|| 18 x 9|| -|| -<br />
|-<br />
!NO PARKING TRUCKS AND TRAILERS OVER 6 TONS<br />
||R7-36||[[#903.5.27 NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36)|903.5.27]]|| 18 X 24|| 18 X 24|| -|| -<br />
|-<br />
!RESERVED PARKING<br />
||R7-8||[[#903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)|903.5.28]]|| 18 X 24|| 18 X 24|| -|| -<br />
|-<br />
!VAN ACCESSIBLE<br />
||R7-8P||[[#903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)|903.5.28]]|| 18 X 9|| 18 X 9|| -|| -<br />
|-<br />
!EMERGENCY STOPPING ONLY<br />
||R8-7||[[#903.5.29 Emergency Restriction Signs (MUTCD Section 2B.49)|903.5.29]]|| 48 X 36|| 48 X 36 ||- ||48 X 36<br />
|-<br />
!RIGHT TURN SIGNAL<br />
||R10-10R|| [[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 30 X 36|| 30 X 36|| -|| -<br />
|-<br />
!NO TURN ON RED <br />
||R10-11a||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 30 X 36|| 36 X 48|| -|| -<br />
|-<br />
!NO TURN ON RED <br />
||R10-11b||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 36 X 36|| 36 X 36|| -|| -<br />
|-<br />
!EMERGENCY SIGNAL<br />
||R10-13||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 36 X 24|| 36 X 24|| - || -<br />
|-<br />
!Turning Vehicles Yield to Pedestrians<br />
||R10-15 ||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] ||30 X 30 ||30 X 30 || - || -<br />
|-<br />
!Pedestrian Signal Series<br />
||R10-3 & R10-4 series||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 9 X 15|| 9 X 15|| -|| -<br />
|-<br />
!STOP HERE ON RED<br />
||R10-6||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 24 X 36|| 24 X 36|| -|| -<br />
|-<br />
!DO NOT BLOCK INTERSECTION<br />
||R10-7 ||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 24 X 30|| 24 X 30|| -|| -<br />
|-<br />
!DO NOT BLOCK ENTRANCE<br />
||R10-7a||[[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]]|| 24 X 30|| 24 X 30|| -|| -<br />
|-<br />
!TRAFFIC LAW PHOTO ENFORCED<br />
||R10-18||[[#903.5.31 Photo Enforced Signs and Plaques (R10-18, R10-18a, R10-18aP and R10-19aP) (MUTCD Section 2B.55)|903.5.31]]|| 36 X 24|| 36 X 24|| -|| -<br />
|-<br />
!Traffic Signal PHOTO ENFORCED<br />
||R10-18a||[[#903.5.31 Photo Enforced Signs and Plaques (R10-18, R10-18a, R10-18aP and R10-19aP) (MUTCD Section 2B.55)|903.5.31]]|| 30 X 42|| 30 X 42|| -|| 30 X 42<br />
|-<br />
!INCLUDES RIGHT TURN Plaque<br />
||R10-18aP||[[#903.5.31 Photo Enforced Signs and Plaques (R10-18, R10-18a, R10-18aP and R10-19aP) (MUTCD Section 2B.55)|903.5.31]]|| 30 X 10|| 30 X 18|| -|| 30 X 18<br />
|-<br />
!PHOTO ENFORCED<br />
||R10-19aP|| [[#903.5.31 Photo Enforced Signs and Plaques (R10-18, R10-18a, R10-18aP and R10-19aP) (MUTCD Section 2B.55)|903.5.31]]|| 24 X 18|| 24 X 18|| -|| -<br />
|-<br />
!RIGHT TURN MUST YIELD TO U-TURN<br />
||R10-30|| [[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] ||30 X 36 ||30 X 36 || - || -<br />
|-<br />
!KEEP OFF MEDIAN<br />
||R11-1||[[#903.5.32 KEEP OFF MEDIAN Sign (R11-1) (MUTCD Section 2B.57)|903.5.32]]|| 36 X 48|| 48 X 60|| 48 X 60|| -<br />
|-<br />
!ROAD CLOSED<br />
||R11-2|| [[#903.5.33 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 Series, R11-4) (MUTCD Section 2B.58)|903.5.33]] || 48 X 30|| 48 X 30|| -|| -<br />
|-<br />
!ROAD CLOSED _ MILES AHEAD LOCAL TRAFFIC ONLY<br />
||R11-3a||[[#903.5.33 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 Series, R11-4) (MUTCD Section 2B.58)|903.5.33]]|| 60 X 30|| -|| -|| -<br />
|-<br />
!BRIDGE OUT _ MILES AHEAD LOCAL TRAFFIC ONLY<br />
||R11-3b||[[#903.5.33 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 Series, R11-4) (MUTCD Section 2B.58)|903.5.33]]|| 60 X 30|| -|| -|| -<br />
|-<br />
!ROAD CLOSED TO THRU TRAFFIC<br />
||R11-4||[[#903.5.33 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 Series, R11-4) (MUTCD Section 2B.58)|903.5.33]]|| 60 X 30|| -|| -|| -<br />
|-<br />
!Weight Limit Signs<br />
||R12 series||[[#903.5.36 Weight Limit Signs (R12 Series) (MUTCD Section 2B.59)|903.5.36]]|| Varies|| Varies|| Varies|| Varies<br />
|-<br />
!Weigh Station Signs<br />
||R13 series||[[#903.5.37 Weigh Station Signs (R13 series) (MUTCD Section 2B.60)|903.5.37]]|| -|| Varies|| -|| Varies<br />
|-<br />
!AUTHORIZED AND EMERGENCY VEHICLES ONLY<br />
||R5-29||[[#903.5.39 AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)|903.5.39]]|| -|| -|| -|| 24 X 30<br />
|-<br />
!BUCKLE UP IT'S THE LAW<br />
||R16-27||[[#903.5.40 Seatbelt Signs (R16-2, R16-3, R16-24, R16-27, R16-27a, R16-28)|903.5.40]]|| 36 X 48|| -|| -|| -<br />
|-<br />
!STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES<br />
||R16-25||[[#903.5.41 STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLE Sign (R16-25)|903.5.41]]|| -|| 120 X 60|| -|| 120 X 60<br />
|-<br />
!HEADLIGHTS ON WHEN WIPERS ARE REQUIRED<br />
||R16-5a||[[#903.5.42 Headlight Use Sign (R16-5a) (MUTCD Section 2B.64)|903.5.42]]|| -|| 42 X 36|| -|| 42 X 36<br />
|-<br />
!Noise Ordinance<br />
||R5-21 ||[[#903.5.43 Noise Ordinance Signing|903.5.43]]|| 30 X 24|| 30 X 24|| 36 X 30|| 36 X 30<br />
|-<br />
!No More Trash<br />
||R5-26||[[#903.5.44 Regulatory Signs For Trash/Dumping (R5-26, R5-28)|903.5.44]]|| -|| -|| -|| 30 X 42<br />
|-<br />
!NO DUMPING<br />
||R5-28||[[#903.5.44 Regulatory Signs For Trash/Dumping (R5-26, R5-28)|903.5.44]]|| -|| -|| -|| 48 X 24<br />
|-<br />
!Roadside Park Signs <br />
||R20-1||[[#903.5.45 Regulation Signs For Roadside Parks and Commuter Parking Lots (R20-1)|903.5.45]]|| 30 X 30|| - || -|| -<br />
|-<br />
!Rest Area Signs<br />
||R20 series||[[#903.5.46 Rest Area Regulatory Signing (R20-2, R20-3, R20-4)|903.5.46]] || -|| -|| -|| Varies<br />
|-<br />
!NEXT PASSING LANE _ MILES<br />
||R4-28||[[#903.5.47 Passing Lane Signs (R4-28, R4-29)|903.5.47]]|| 36 X 48|| -|| -|| -<br />
|-<br />
!END PASSING LANES<br />
||R4-29||[[#903.5.47 Passing Lane Signs (R4-28, R4-29)|903.5.47]]|| 36 X 36|| -|| -|| -<br />
|-<br />
!TRUCKS AND BUSES MUST MAINTAIN 300 FT.<br />
||R4-30||[[#903.5.49 Trucks and Buses 300 Ft Interval Sign (R4-30)|903.5.49]]|| -|| -|| -|| 42 X 30<br />
|-<br />
!FINES DOUBLED ENDS<br />
||R2-20||[[#903.5.50 FINES DOUBLED ENDS Sign (R2-20)|903.5.50]]|| -|| 36 X 30|| -|| 36 X 30<br />
|}<br />
<br />
==903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.05)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R1-1.gif|left|165px|thumb|<center>'''R1-1'''</center>]]||[[image:R1-4.gif|left|110px|thumb|<center>'''R1-3P'''</center>]]<br />
|}<br />
<br />
'''Standard.''' When it is determined that a full stop is always required on an approach to an intersection, a STOP (R1-1) sign shall be used. The STOP sign shall be an octagon with a white legend and border on a red background. Secondary legends shall not be used on STOP sign faces. <br />
<br />
At intersections where all approaches are controlled by STOP signs (see [[#903.5.4.3 Multiway Stop Applications (MUTCD Section 2B.07)|EPG 903.5.4.3]]), an ALL-WAY supplemental plaque (R1-3P) shall be mounted below each STOP sign. The ALL WAY plaque (R1-3P) shall have a white legend and border on a red background.<br />
<br />
The ALL WAY plaque shall only be used if all intersection approaches are controlled by STOP signs. <br />
<br />
Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.<br />
<br />
'''Guidance.''' Plaques with the appropriate alternative messages of TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-way street, see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.49_CROSS_TRAFFIC_DOES_NOT_STOP_Plaque_.28W4-4P.29_.28MUTCD_Section_2C.59.29 EPG 903.6.49].<br />
<br />
'''Option.''' When engineering judgment indicates that conditions are present that are causing or could cause drivers to misinterpret the intersection as an all-way stop, the W4-4P series of signs may be displayed below the STOP sign, see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.49_CROSS_TRAFFIC_DOES_NOT_STOP_Plaque_.28W4-4P.29_.28MUTCD_Section_2C.59.29 EPG 903.6.49]. <br />
<br />
'''Support.''' The design and application of Stop Beacons are described in [[:Category:902 Signals|EPG 902]]. <br />
<br />
===903.5.4.1 STOP Sign Applications ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.06)=== <br />
<br />
'''Guidance.''' STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist:<br />
<br />
A. Intersection of a less important road with a main road where application of the normal right of way rule would not be expected to provide reasonable compliance with the law;<br />
<br />
B. Street entering a through highway or street;<br />
<br />
C. Unsignalized intersection in a signalized area; and/or<br />
<br />
D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign.<br />
<br />
'''Guidance.''' Public and significant private road approaches to the state system shall have a STOP or YIELD (R1-2) sign installed. Significant private roads are those that have 3 or more private residences. <br />
<br />
Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except in the following cases:<br />
<br />
A. If the signal indication for an approach is a flashing red at all times;<br />
<br />
B. If a minor street or driveway is located within or adjacent to the area controlled by the traffic control signal, but does not require separate traffic signal control because an extremely low potential for conflict exists; or<br />
<br />
C. If a channelized turn lane is separated from the adjacent travel lanes by an island and the channelized turn lane is not controlled by a traffic control signal.<br />
<br />
Except as provided in [[#903.5.5.1 YIELD Sign Applications (MUTCD Section 2B.09)|EPG 903.5.5.1]], STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other.<br />
<br />
Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. <br />
<br />
A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shall not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to stop-and-go operation of the traffic control signal. <br />
<br />
'''Guidance.''' STOP signs should not be used for speed control.<br />
<br />
At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see [[#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|EPG 903.5.5 YIELD Sign]]).<br />
<br />
Once the decision has been made to install two-way stop control, the decision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped.<br />
<br />
A STOP sign is not to be installed on the major street unless justified by a traffic engineering study. <br />
<br />
'''Support.''' The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect:<br />
<br />
A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes;<br />
<br />
B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds;<br />
<br />
C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and<br />
<br />
D. Stopping the direction that has the best sight distance to conflicting traffic.<br />
<br />
The use of the STOP sign at grade crossings is described in [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20]]. <br />
<br />
'''Option.''' Upon request of a resident of a minor private road approach, a STOP or YIELD sign may be installed. STOP or YIELD signs may be installed at any private or commercial entrance based on engineering judgment or traffic studies.<br />
<br />
===903.5.4.2 STOP Sign Placement ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.10)===<br />
<br />
'''Standard.''' The STOP sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 EPG 903.6.28 Advance Traffic Control Signs]) shall be installed in advance of the STOP sign.<br />
<br />
The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. <br />
<br />
STOP signs and YIELD signs shall not be mounted on the same post. <br />
<br />
No items other than inventory stickers, sign installation dates, and bar codes shall be affixed to the fronts of the STOP signs, and the placement of these items shall be in the border of the sign. <br />
<br />
No items other than official traffic control signs, inventory stickers, sign installation dates, anti-vandalism stickers, and bar codes shall be mounted on the backs of STOP signs. <br />
<br />
No items other than retroreflective strips or official traffic control signs shall be mounted on the fronts or backs of STOP sign supports.<br />
<br />
'''Guidance.''' A sign that is mounted back-to-back with a STOP sign should stay within the edges of the STOP sign. If necessary, the size of the STOP sign should be increased so that any other sign installed back to back with a STOP sign remains within the edges of the STOP sign.<br />
<br />
'''Support.''' [[903.2 Extent of Signing#903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)|EPG 903.2.18 Standardization of Sign Location]] contains additional information about separate and combined mounting of other signs with STOP signs.<br />
<br />
'''Guidance.''' Stop lines, that are used to supplement a STOP sign, should be located as described in [[:category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic.<br />
<br />
If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection.<br />
<br />
Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic.<br />
<br />
'''Option.''' At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left-hand side of the road and/or the use of a stop line. At channelized intersections or at divided roadways separated by a median, the additional STOP sign may be placed on a channelizing island or in the median. An additional STOP sign may also be placed overhead facing the approach at the intersection to improve observance of the right of way control.<br />
<br />
'''Support.''' [[903.2 Extent of Signing#Fig. 903.2.18.2 Examples|Fig. 903.2.18.2]] shows examples of some typical placements of STOP signs.<br />
<br />
'''Standard.''' More than one STOP sign shall not be placed on the same support facing the same direction.<br />
<br />
===903.5.4.3 Multiway Stop Applications ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.07)===<br />
<br />
'''Support.''' Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal.<br />
<br />
The restrictions on the use of STOP signs described in [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.4.1_STOP_Sign_Applications_.28MUTCD_Section_2B.06.29 EPG 903.5.4.1] also apply to multiway stop applications.<br />
<br />
'''Guidance.''' The decision to install multiway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation:<br />
<br />
A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal.<br />
<br />
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions.<br />
<br />
C. Minimum volumes:<br />
<br />
: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and<br />
<br />
: 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but<br />
<br />
: 3. If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values in Items 1 and 2, above. <br />
<br />
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition.<br />
<br />
'''Option.''' Other criteria that may be considered in an engineering study include:<br />
<br />
A. The need to control left-turn conflicts;<br />
<br />
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;<br />
<br />
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop; and<br />
<br />
D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection.<br />
<br />
==903.5.5 YIELD Sign (R1-2, R1-2a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.08)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R1-2.gif|left|175px|thumb|<center>'''R1-2'''</center>]]<br />
||[[image:R1-2a.gif|left|thumb|<center>'''R1-2a'''</center>|95px]]<br />
|}<br />
<br />
'''Standard.''' The YIELD (R1-2) sign shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. <br />
<br />
'''Support.''' The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic.<br />
<br />
'''Standard.''' The TO ONCOMING TRAFFIC (R1-2a) plaque shall be used to supplement the YIELD sign before one-lane bridges. Refer to [[#Fig. 903.5.36.3|Figs. 903.5.36.3 and 903.5.36.4]] in [[#903.5.36 Weight Limit Signs (R12 Series) (MUTCD Section 2B.59)|EPG 903.5.36.1 Weight/Speed Restriction Signing]]. <br />
<br />
===903.5.5.1 YIELD Sign Applications ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.09)===<br />
<br />
'''Option.''' YIELD signs may be installed: <br />
<br />
A. On the approaches to a through street or highway where conditions are such that a full stop is not always required.<br />
[[image:903.5.5.1 roundabout.jpg|right|250px|thumb|<center>'''[[233.3 Roundabouts|Roundabout]]'''</center>]]<br />
<br />
B. For a channelized turn lane that is separated from the adjacent travel lanes by an island, even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign.<br />
<br />
C. At the second crossroad of a divided highway, where the median width at the intersection is 30 ft. or greater. In this case, a STOP or YIELD sign may be installed at the entrance to the first roadway of a divided highway and a YIELD sign may be installed at the entrance to the second roadway.<br />
<br />
D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign.<br />
<br />
E. Facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. (See [[903.16 Typical Signing Applications#Figure 903.16.23 Location of Yield and Lane Ends Sign for Acceleration Ramps|EPG 903.16.23 Location of Yield and Lane Ends Sign for Acceleration Ramps]] for additional information.)<br />
<br />
'''Standard.''' A YIELD (R1-2) sign shall be used to assign right of way at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. Other than for all of the approaches to a roundabout, YIELD signs shall not be placed on all of the approaches to an intersection.<br />
<br />
===903.5.5.2 YIELD Sign Placement ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.10)===<br />
<br />
'''Standard.''' The YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the YIELD sign is installed at this required location and the sign visibility is restricted, a YIELD AHEAD sign (see [[903.6 Warning Signs#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|EPG 903.6.28]]) shall be installed in advance of the YIELD sign.<br />
<br />
The YIELD sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate.<br />
<br />
YIELD signs shall not be mounted on the same post.<br />
<br />
No items other than inventory stickers, sign installation dates, and bar codes shall be affixed to the fronts of YIELD signs, and the placement of these items shall be in the border of the sign. No items other than official traffic control signs, inventory stickers, sign installation dates, anti-vandalism stickers, and bar codes shall be mounted on the backs of YIELD signs. No items other than retroreflective strips or official traffic control signs shall be mounted on the fronts or backs of YIELD sign supports.<br />
<br />
YIELD signs shall not be used on Freeways and Expressways where there is sufficient length of an acceleration lane to allow the motorist to properly merge with the traffic. This length, measured from the outside ramp curve point at the beginning of the acceleration lane to the end of the taper, shall be 600 ft. or more. When used in this case, a 60-in. YIELD (R1-2) sign shall be used.<br />
<br />
YIELD signs shall be used at a cloverleaf interchange where the in-loop traffic merges with the acceleration and deceleration traffic movement. In these cases, a 60-in. YIELD (R1-2) sign shall be utilized.<br />
<br />
'''Guidance.''' A sign that is mounted back-to-back with a YIELD sign should stay within the edges of the YIELD sign, see [[#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|EPG 903.5.30]] for proper sign sizes.<br />
<br />
'''Support.''' Location Standardization, [[903.2 Extent of Signing#903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)|EPG 903.2.18]], contains additional information about separate and combined mounting of other signs with YIELD signs.<br />
<br />
'''Guidance.''' Yield lines, when used to supplement a YIELD sign, should be located at a point where the road user should yield (see [[:category:620 Pavement Marking|EPG 620 Pavement Marking]]).<br />
<br />
Where two roads intersect at an acute angle, the YIELD sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply.<br />
<br />
Except at roundabout intersections, where there is a marked crosswalk at the intersection, the YIELD sign should be installed in advance of the crosswalk line nearest to the approaching traffic.<br />
<br />
At a roundabout intersection, to prevent circulating vehicles from yielding unnecessarily, the face of the YIELD sign is not to be visible from the circulatory roadway.<br />
<br />
YIELD signs should be used where an island, either painted or physical, creates free movements. <br />
<br />
'''Option.''' YIELD signs may also be used without an island, such as an acceleration ramp.<br />
<br />
At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the yield control may be improved by the installation of an additional YIELD sign on the left side of the road and/or the use of a yield line. At channelized intersections, the additional YIELD sign may be effectively placed on a channelizing island.<br />
<br />
==903.5.6 YIELD HERE TO PEDESTRIANS Signs (R1-5, R1-5a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.11)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R1-5.gif|left|thumb|<center>'''R1-5'''</center>|150px]]||<br />
[[image:R1-5a.jpg|left|thumb|<center>'''R1-5a'''</center>|130px]]<br />
|}<br />
<br />
'''Standard.''' Yield Here To Pedestrians (R1-5, R1-5a) signs shall be used if yield lines are used in advance of a marked crosswalk that crosses an uncontrolled multi-lane approach.<br />
<br />
'''Guidance.''' If Yield lines and Yield Here To Pedestrians (R1-5 or R1-5a) signs are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, they should be placed 20 to 50 ft. in advance of the nearest crosswalk line (see [[:category:620 Pavement Marking|EPG 620 Pavement Marking]]) and parking should be prohibited in the area between the yield line and the crosswalk. <br />
<br />
'''Standard.''' If a W11-2 Pedestrian Warning sign has been post-mounted at the crosswalk location where a Yield Here to Pedestrians sign is used on the approach, the Yield Here to Pedestrians sign shall not be placed on the same post as or block the road user’s view of the W11-2 sign.<br />
<br />
'''Support.''' The Yield Here To Pedestrians (R1-5, R1-5a) sign can be positioned for right-hand and left-hand indications.<br />
<br />
==903.5.7 SPEED LIMIT Sign (R2-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.13)==<br />
<br />
[[image:R2-1.jpg|center|150px|thumb|<center>'''R2-1'''</center>]]<br />
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'''Standard.''' Speed limits shall be as established by or in accordance to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=304 Missouri Statute 304.010]. <br />
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After an engineering study has been made according to established traffic engineering practices, the SPEED LIMIT (R2-1) sign shall display the limit established by law, ordinance, regulation, or as adopted by the authorized agency. The speed limits shown shall be in multiples of 5 mph. <br />
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'''Guidance.''' No more than three speed limits should be displayed on any one Speed Limit sign or assembly. When a speed limit should be posted, it should be within 5 mph of the 85th-percentile speed of free-flowing traffic. Speed studies for signalized intersection approaches should be taken outside the influence area of the traffic control signal, which is generally considered to be approximately ½ mile, to avoid obtaining skewed results for the 85<sup>th</sup>-percentile speed.<br />
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A Reduced Speed Limit Ahead (W3-5 or W3-5a) sign should be used to inform road users of a reduced speed zone where the speed limit is being reduced by more than 10 mph, or where engineering judgment indicates the need for advance notice to comply with the posted speed limit ahead.<br />
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'''Option.''' Other factors that may be considered when establishing speed limits (see [[949.2 Speed Limit Guidelines|EPG 949.2]]) are the following:<br />
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A. Road characteristics, shoulder condition, grade, alignment, and sight distance;<br />
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B. The pace speed;<br />
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C. Roadside development and environment;<br />
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D. Parking practices and pedestrian activity; and<br />
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E. Reported crash experience for at least a 12-month period. <br />
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[[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|A Changeable Message sign]] that changes the speed limit for traffic and ambient conditions may be installed provided that the appropriate speed limit is shown at the proper times.<br />
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A Changeable Message sign that displays to approaching drivers the speed at which they are traveling may be installed in conjunction with a Speed Limit sign.<br />
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'''Guidance.''' If a Changeable Message sign displaying approach speeds is installed, the legend YOUR SPEED XX MPH or such similar legend should be shown. The color of the changeable message legend should be a yellow legend on a black background or the reverse of these colors.<br />
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An advisory speed plaque mounted below a warning sign should be used to warn road users of an advisory speed for a roadway condition. A Speed Limit sign should not be used for this situation.<br />
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'''Support.''' Advisory Speed signs are discussed in [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.36_Advisory_Exit_and_Ramp_Speed_Signs_.28W13-2_and_W13-3.29_.28MUTCD_Section_2C.14.29 EPG 903.6.36] and [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.46_Advisory_Speed_Supplemental_Plaque_.28W13-1P.29_.28MUTCD_Section_2C.08.29 EPG 903.6.46] and Temporary Traffic Control Zone Speed signs are discussed in [[616.23 Traffic Control for Field Operations|the MoDOT Traffic Control for Field Operations]].<br />
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==903.5.8 Combination Speed Limit Sign (R2-4a)==<br />
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[[image:R2-4a.jpg|center|85px|thumb|<center>'''R2-4a'''</center>]]<br />
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'''Standard.''' A Combination Speed Limit (R2-4a) sign shall be posted in urban areas and at each county line and only on Interstate routes.<br />
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'''Option.''' Where engineering judgment determines that slow speeds on a highway might impede the normal and reasonable movement of traffic, the Combination Speed Limit sign may be installed to indicate the minimum legal speed.<br />
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==903.5.9 SPEED LIMIT XX EXCEPT WHERE POSTED Signs (R2-5d)==<br />
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[[image:R2-5d May 2011.jpg|center|85px|thumb|<center>'''R2-5d'''</center>]]<br />
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'''Standard.''' The Speed Limit XX Except Where Posted (R2-5d) sign shall be authorized only at those locations where it has been requested and required by an enabling ordinance.<br />
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'''Guidance.''' The Speed Limit XX Except Where Posted sign should be placed immediately to the right of the City Limit sign on its own post.<br />
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'''Option.''' The Speed Limit XX Except Where Posted sign may be used on all state highways and outer roads except the Interstate system.<br />
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==903.5.10 Location of Speed Limit Signs==<br />
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'''Standard.''' Speed Limit (R2-1) signs, indicating speed limits for which posting is required by law, shall be located at the points of change from one speed limit to another.<br />
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At the end of the section to which a speed limit applies, a Speed Limit sign showing the next speed limit shall be installed. Additional Speed Limit signs shall be installed beyond major intersections and at other locations where it is necessary to remind road users of the speed limit that is applicable.<br />
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Speed Limit signs indicating the statutory speed limits shall be installed at entrances to Missouri and at jurisdictional boundaries of metropolitan areas.<br />
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'''Guidance.''' Care should be taken to ensure Speed Limit signs are not located at curves or other points where the legal speed limit is greater than the safe speed. If speed limit signs are installed on the same sign supports and over a city limit sign, the sign supports should be sized to properly support both signs.<br />
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The following are recommended locations for posting a Speed Limit sign:<br />
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A. Downstream from all acceleration ramps on the freeway/expressway system, posted after the route confirmation marker, if space allows;<br />
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B. Downstream from major intersections such as state system junctions, signalized intersections, and major county road junctions;<br />
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C. Where it is necessary to remind road users of the speed limit that is applicable;<br />
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D. In each direction of travel for motorist leaving the Interstate system onto a state route. The sign should be located, if practical, approximately 400 ft. beyond the route confirmation assembly. If the crossroad is not located on the state system, the proper jurisdiction should be notified; or<br />
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E. When the speed limit is reduced on the freeway/expressway, an additional sign should be posted in the median.<br />
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==903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.18)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R3-1.gif|left|thumb|<center>'''R3-1'''</center>|95px]]<br />
||[[image:R3-2.gif|left|thumb|<center>'''R3-2'''</center>|95px]]<br />
||[[image:R3-3.gif|left|thumb|<center>'''R3-3'''</center>|95px]]<br />
||[[image:R3-4.gif|left|thumb|<center>'''R3-4'''</center>|95px]]<br />
||[[image:R3-18.gif|left|thumb|<center>'''R3-18'''</center>|95px]]<br />
|}<br />
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'''Standard.''' Except as provided in the Option and the No U-Turn sign (R3-4) guidance, where movements are prohibited, Movement Prohibition signs shall be installed. [https://revisor.mo.gov/main/OneSection.aspx?section=304.341&bid=16262&hl= Missouri Statute 304.341], which governs U-turn Movements, states: <br />
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:''It shall be unlawful for the driver of any vehicle to turn such vehicle so as to proceed in the opposite direction at any intersection controlled by a traffic signal or police officer; nor shall such turn be made at any place unless the movement can be made in safety and without interfering with other traffic.''<br />
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[https://revisor.mo.gov/main/OneSection.aspx?section=304.120&bid=34628&hl= Missouri Statute 304.120] allows municipalities, by ordinance, to make additional rules of the road or traffic regulations to meet their needs and traffic conditions, which would allow U-turn Movements if needed. <br />
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The No U-Turn sign (R3-4) shall be used sparingly and only where a specific problem has been documented and not as standard practice for median breaks. If used, these signs shall be placed at or between intersections to indicate where U-turns are prohibited.<br />
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The No U-Turn sign shall be installed in conjunction with the Authorized and Emergency Vehicle Only sign (R5-19). The No U-Turn sign shall be installed above the Authorized Emergency Vehicle Only sign. See the [[#903.5.39 AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)|Authorized and Emergency Vehicle Only]] sign, for additional information.<br />
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'''Guidance.''' Movement Prohibition signs should be placed where they will be most easily seen by road users who might be intending to make the movement.<br />
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If No Right Turn (R3-1) signs are used, at least one should be placed either over the roadway or at a right-hand corner of the intersection.<br />
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If No Left Turn (R3-2) signs are used, at least one should be placed either over the roadway, at the far left-hand corner of the intersection, on a median, or in conjunction with the STOP sign or YIELD sign located on the near right corner.<br />
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Except as provided in the Option, if NO TURNS (R3-3) signs are used, two signs should be used, one at a location specified for a No Right Turn sign and one at a location specified for a No Left Turn sign.<br />
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If No U-Turn (R3-4) signs or combination No U-Turn/No Left Turn (R3-18) signs are used, at least one should be used at a location specified for No Left Turn signs. <br />
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'''Option. ''' If both left turns and U-turns are prohibited, the combination No U-Turn/No Left Turn (R3-18) sign may be used instead of separate R3-2 and R3-4 signs.<br />
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'''Guidance.''' If No Straight Through (R3-27) signs are used, at least one should be placed either over the roadway or at a location where it can be seen by road users who might be intending to travel straight through the intersection.<br />
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If signals are present:<br />
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A. The No Right Turn sign should be installed adjacent to a signal face viewed by road users in the right-hand lane.<br />
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B. The No Left Turn (or No U-Turn or combination No U-Turn/No Left Turn) sign should be installed adjacent to a signal face viewed by road users in the left lane.<br />
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C. A NO TURNS sign should be placed adjacent to a signal face viewed by all road users on that approach, or two signs should be used.<br />
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If turn prohibition signs are installed in conjunction with traffic control signals, an additional Movement Prohibition sign may be post-mounted to supplement the sign mounted overhead.<br />
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Where ONE WAY signs are used (see [[#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|EPG 903.5.23]]), No Left Turn and No Right Turn signs may be omitted.<br />
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When the movement restriction applies during certain time periods only, the following Movement Prohibition signing alternatives may be used and are listed in order of preference:<br />
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A. Changeable Message signs (Blank Out signs), especially at signalized intersections.<br />
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B. Permanently mounted signs incorporating a supplementary legend showing the hours and days during which the prohibition is applicable.<br />
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C. Portable signs, installed by proper authority, located off the roadway at each corner of the intersection. The portable signs are only to be used during the time that the movement prohibition is applicable.<br />
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Movement Prohibition signs may be omitted at a ramp entrance to an expressway or a channelized intersection where the design is such as to indicate clearly the one-way traffic movement on the ramp or turning lane.<br />
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'''Standard.''' The No Left Turn (R3-2) sign, the No U-Turn (R3-4) sign, and the combination No U-Turn/No Left Turn (R3-18) sign shall not be used at approaches to roundabouts to prohibit drivers from turning left onto the circulatory roadway of a roundabout.<br />
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'''Support.''' At roundabouts, the use of R3-2, R3-4, or R3-18 signs to prohibit left turns onto the circulatory roadway might confuse drivers about the possible legal turning movements around the roundabout. Roundabout Directional Arrow (R6-4 series) signs and/or ONE WAY (R6-1R or R6-2R) signs are the appropriate signs to indicate the travel direction within a roundabout.<br />
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==903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.19)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R3-5.gif|left|thumb|<center>'''R3-5'''</center>|105px]]<br />
||[[image:R3-5a.gif|left|thumb|<center>'''R3-5a'''</center>|95px]]<br />
||[[image:R3-6.gif|left|thumb|<center>'''R3-6'''</center>|95px]]<br />
||[[image:R3-7.gif|left|thumb|<center>'''R3-7'''</center>|95px]]<br />
|-<br />
|[[image:R3-8.jpg|left|thumb|<center>'''R3-8'''</center>|125px]]<br />
||[[image:R3-8a.jpg|left|thumb|<center>'''R3-8a'''</center>|145px]]<br />
||[[image:R3-8b.jpg|left|thumb|<center>'''R3-8b'''</center>|145px]]<br />
|}<br />
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'''Standard.''' Intersection Lane Control signs, if used, shall require road users in certain lanes to turn, shall permit turns from a lane where such turns would otherwise not be permitted, shall require a road user to stay in the same lane and proceed straight through an intersection, or shall indicate permitted movements from a lane. Intersection Lane Control signs shall have three applications:<br />
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A. Mandatory Movement Lane Control (R3-5, R3-5a, and R3-7) signs;<br />
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B. Optional Movement Lane Control (R3-6) sign; and<br />
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C. Advance Intersection Lane Control (R3-8 series) signs.<br />
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Intersection Lane Control signs shall not be used in lieu of turn prohibition signs, such as No Right-Turn (R3-1).<br />
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The Left Only (R3-5L) sign shall be installed on the back side of the mast arms over the left turn lanes where practical.<br />
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Lane Control signs shall not be installed on the far side of the intersection. <br />
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'''Guidance.''' Lane Control signs should be mounted overhead approximately 250 ft. in advance of the stop bar. These signs should be used for ramps with two or more lanes approaching the ramp intersection, or approaches to intersections with high approach volumes, or unusual or unexpected geometrics. A one-arm cantilever tubular truss to support these signs should be used to eliminate an obstacle on one side of the roadway.<br />
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When Intersection Lane Control signs are mounted overhead, each sign should be placed over the lane or a projection of the lane to which it applies.<br />
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On signalized approaches where through lanes that become mandatory turn lanes, multiple-lane turns that include shared lanes for through and turning movements, or other lane-use regulations are present, overhead lane control signs should be installed at the signalized location over the appropriate lanes or projections thereof and in advance of the intersection over the appropriate lanes.<br />
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Where overhead mounting on the approach is impractical for the advance and/or intersection lane-use signs, one of the following alternatives should be employed:<br />
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A. At locations where through lanes become mandatory turn lanes, a mandatory movement lane control (R3-7) sign should be post-mounted on the left-hand side of the roadway where a through lane is becoming a mandatory left-turn lane on a one-way street or where a median of sufficient width for the signs is available, or on the right-hand side of the roadway where a through lane is becoming a mandatory right-turn lane.<br />
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B. At locations where a through lane is becoming a mandatory left-turn lane on a two-way street where a median of sufficient width for the signs is not available, and at locations where multiple-lane turns that include shared lanes for through and turning movements are present, an Advance Intersection Lane Control (R3-8 series) sign should be post-mounted in a prominent location in advance of the intersection, and consideration should be given to the use of an oversized version in accordance with [[#Table 903.5.3 Regulatory Sign and Plaque Sizes|Table 903.5.3]].<br />
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'''Standard.''' Use of an overhead sign for one approach lane shall not require installation of overhead signs for the other lanes of that approach.<br />
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'''Option.''' A signal mast arm design (without signal head) may be used to mount Lane Control signs, which allows a longer arm than standard one or two arm tubular sign supports. The pedestal may be placed on either side of the roadway, and if possible, placed so that roadway geometrics draw traffic away from the pedestal.<br />
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Where an approach has one or two through lanes, the Intersection Lane Control signs (R3-5, R3-6, or R3-8) may be overhead or ground mounted. Intersection Lane Control signs may be omitted where:<br />
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A. Turning bays have been provided by physical construction or pavement markings, and<br />
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B. Only the road users using such turning bays are permitted to make a similar turn.<br />
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'''Standard.''' Where three or more approach lanes are available to traffic, Advance Intersection Lane Control (R3-8 series) signs, if used, shall be post-mounted in advance of the intersection and shall not be mounted overhead.<br />
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'''Guidance.''' If used, an Advance Intersection Lane Control sign should be placed at an adequate distance in advance of the intersection so that road users can select the appropriate lane. If used, the Advance Intersection Lane Control sign should be installed either in advance of the tapers or at the beginning of the turn lane.<br />
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'''Option.''' An Advance Intersection Lane Control sign may be repeated closer to the intersection for additional emphasis.<br />
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==903.5.13 Mandatory Movement Lane Control Signs (R3-5, R3-5a and R3-7)([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.20)==<br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R3-5.gif|left|100px|thumb|<center>'''R3-5'''</center>]]<br />
||[[image:R3-5a.gif|100px|left|thumb|<center>'''R3-5a'''</center>]]<br />
||[[image:R3-7.gif|100px|left|thumb|<center>'''R3-7'''</center>]]<br />
|}<br />
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'''Standard.''' If used, the Mandatory Movement Lane Control (R3-5, R3-5a and R3-7) sign shall indicate only the single vehicle movement that is required from the lane. If used, the Mandatory Movement Lane Control sign shall be located in advance of the intersection, such as near the upstream end of the mandatory movement lane, and/or at the intersection where the regulation applies.<br />
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The Mandatory Movement Lane Control (R3-7) sign shall include the legend RIGHT (LEFT) LANE MUST TURN RIGHT (LEFT). The Mandatory Movement Lane Control (R3-5 and R3-5a) symbol signs shall include the legend ONLY. <br />
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The R3-7 word message sign shall be for post-mounting only.<br />
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The use of the Mandatory Movement Lane Control (R3-7) word message sign shall be limited to only locations that are adjacent to the full-width portion of a mandatory turn lane. The R3-7 sign shall not be installed adjacent to a through lane in advance of a turn bay taper or adjacent to a turn bay taper.<br />
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Where the number of lanes available to through traffic on an approach is three or more, Mandatory Movement Lane Control (R3-5 and R3-5a) symbol signs, if used, shall be mounted overhead over the specific lanes to which they apply (see [[#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|EPG 903.5.12]]).<br />
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'''Guidance.''' Mandatory Movement Lane Control signs should be accompanied by lane use arrow markings, especially where traffic volumes are high, where there is a high percentage of commercial vehicles, or where other distractions exist.<br />
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If the R3-5 or R3-5a sign is post-mounted on an approach with two or fewer through lanes, an appropriate supplemental plaque should be added above the sign to indicate the specific lane to which the mandatory movement applies.<br />
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'''Option.''' The Straight Through Only (R3-5a) sign may be used to require a road user in a particular lane to proceed straight through an intersection.<br />
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When the Mandatory Movement Lane Control sign for a left-turn lane is installed back-to-back with a Keep Right (R4-7) sign, the dimensions of the Mandatory Movement Lane Control (R3-5) sign may be the same as the Keep Right sign.<br />
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==903.5.14 Optional Lane Control Sign (R3-6) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.21)==<br />
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[[image:R3-6.gif|center|100px|thumb|<center>'''R3-6'''</center>]]<br />
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'''Standard.''' If used, the Optional Movement Lane Control (R3-6) sign shall be used for two or more movements from a specific lane or to emphasize permitted movements. If used, the Optional Movement Lane Control sign shall be located in advance of the intersection, such as near the upstream end of an adjacent mandatory movement lane, and/or at the intersection where the regulation applies. If used, the Optional Movement Lane Control sign shall indicate all permissible movements from specific lanes. <br />
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Optional Movement Lane Control signs shall be used for two or more movements from a specific lane where a movement, not normally allowed, is permitted. The Optional Movement Lane Control sign shall not be used alone to affect a turn prohibition. <br />
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Where the number of lanes available to through traffic on an approach is three or more, an Optional Movement Lane Control (R3-6) sign, if used, shall be mounted overhead over the specific lane to which it applies (see [[#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|EPG 903.5.12]]).<br />
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Because more than one movement is permitted from the lane, the word message ONLY shall not be used on an Optional Movement Lane Control sign.<br />
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'''Option.''' The word message OK may be used within the border in combination with the arrow symbols of the R3-6 sign.<br />
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==903.5.15 Two-Way Left Turn Only/Center Lane Only Signs (R3-9a, R3-9b)([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.24)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R3-9a.gif|left|100px|thumb|<center>'''R3-9a'''</center>]]||[[image:R3-9b.gif|100px|left|thumb|<center>'''R3-9b'''</center>]]<br />
|} <br />
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'''Standard.''' [https://revisor.mo.gov/main/OneSection.aspx?section=300.215&bid=15596&hl= Missouri Statute 300.215], which governs two way left turn lane movements states:<br />
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:''Designated two-way left turn lanes: Where a special lane for making left turns by drivers proceeding in opposite directions have been indicated by official traffic control devices: <br />
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::A. A left turn shall not be made from any other lane; <br />
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::B. A vehicle shall not be driven in the lane except when preparing for or making a left turn from or into the roadway or when preparing for or making a u-turn when otherwise permitted by law; <br />
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::C. A vehicle shall not be driven in the lane for a distance more than five hundred feet.'' <br />
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Two-Way Left Turn Only (R3-9a) signs shall be used for overhead installation only.<br />
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Center Lane Only (R3-9b) signs shall be post mounted installations.<br />
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'''Guidance.''' Two-Way Left Turn Only and Center Lane Only signs should be used in conjunction with the required pavement markings where a nonreversible lane is reserved for the exclusive use of left-turning vehicles in either direction and is not used for passing, overtaking or through travel.<br />
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'''Option.''' The ground-mounted R3-9b sign may be used as an alternate to or a supplement to the overhead-mounted R3-9a sign, and additional R3-9b signs may be used based on engineering judgment. The legend BEGIN or END may be used within the border of the main sign itself, or on a plaque mounted immediately above it.<br />
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'''Support.''' Signing is especially helpful to drivers in areas where the two-way left turn only maneuver is new, in areas subject to environmental conditions that frequently obscure the pavement markings, and on peripheral streets with two-way left turn only lanes leading to an extensive system of routes with two-way left turn only lanes.<br />
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==903.5.16 DO NOT PASS Sign (R4-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.28)==<br />
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[[image:R4-1.gif|center|85px|thumb|<center>'''R4-1'''</center>]]<br />
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'''Option.''' The DO NOT PASS (R4-1) sign may be used in addition to pavement markings to emphasize the restriction on passing. The DO NOT PASS sign may be used for one-lane bridges and work zones. Any other use of this sign requires authorization from the State Highway Safety and Traffic Engineer.<br />
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The DO NOT PASS sign may be used at the beginning of, and at intervals within, a zone through which sight distance is restricted or where other conditions make overtaking and passing inappropriate.<br />
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'''Standard.''' PASS WITH CARE (R4-2) signs shall be used in conjunction with the DO NOT PASS sign.<br />
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'''Support.''' Standards for determining the location and extent of no-passing zone pavement markings are set forth in [[:Category:620 Pavement Marking|EPG 620]].<br />
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==903.5.17 PASS WITH CARE (R4-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.29)==<br />
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[[image:903.5.26 R4-2.jpg|center|85px|thumb|<center>'''R4-2'''</center>]]<br />
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'''Guidance.''' The PASS WITH CARE (R4-2) sign should be installed at the downstream end of a no-passing zone if a DO NOT PASS sign has been installed at the upstream end of the zone. <br />
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'''Standard.''' The PASS WITH CARE sign shall be the same size and shall be erected in the same manner as the DO NOT PASS (R4-1) sign.<br />
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==903.5.18 SLOWER TRAFFIC KEEP RIGHT (R4-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.30)==<br />
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[[image:R4-3.gif|center|100px|thumb|<center>'''R4-3'''</center>]]<br />
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'''Standard.''' The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign shall be required for climbing lanes. <br />
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'''Option.''' The sign may be used on multi-lane roadways to reduce unnecessary lane changing.<br />
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'''Guidance.''' If used, the SLOWER TRAFFIC KEEP RIGHT sign should be installed just beyond the beginning of a multi-lane pavement, and at selected locations where there is a tendency on the part of some road users to drive in the left lane (or lanes) below the normal speed of traffic. This sign is not to be used on the approach to an interchange or through an interchange area.<br />
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==903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.32)==<br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R4-7.gif|left|thumb|<center>'''R4-7'''</center>|105px]]<br />
||[[image:R4-7a.gif|left|thumb|<center>'''R4-7a'''</center>|95px]]<br />
||[[image:R4-7b.gif|left|thumb|<center>'''R4-7b'''</center>|95px]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R4-8.gif|left|thumb|<center>'''R4-8'''</center>|105px]]<br />
||[[image:R4-8a.jpg|left|thumb|<center>'''R4-8a'''</center>|95px]]<br />
|}<br />
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'''Option.''' The symbolic Keep Right (R4-7) sign may be used at locations where it is necessary for traffic to pass only to the right-hand side of a roadway feature or obstruction. The symbolic Keep Left (R4-8) sign may be used at locations where it is necessary for traffic to pass only to the left-hand side of a roadway feature or obstruction. <br />
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'''Guidance.''' At locations where it is not readily apparent that traffic is required to keep to the right, a Keep Right sign should be used.<br />
<br />
If used, the Keep Right sign should be installed as close as practical to approach ends of raised medians, parkways, islands, and underpass piers. The sign should be mounted on the face of or just in front of a pier or other obstruction separating opposite directions of traffic in the center of the highway so that traffic will have to pass to the right-hand side of the sign. <br />
<br />
The KEEP RIGHT (R4-7b) should be erected within 50 ft. of the gore point, if possible. Where pavement transitions from two lanes, two-way roadway to a divided highway, the edge of the sign should be a minimum of 6 ft. from the curb or shoulder point. <br />
<br />
'''Standard.''' The Keep Right sign (R4-7, R4-7a, R4-7b) shall not be installed on the right-hand side of the roadway in a position where traffic must pass to the left-hand side of the sign.<br />
<br />
The KEEP RIGHT (R4-7b) sign shall be erected as near the nose of the median as possible where an undivided highway transitions into a divided highway.<br />
<br />
A narrow Keep Right sign shall not be installed on a median island that has a width of 4 ft. or more at the point where the sign is to be located. Supplemental plaques are not supported by MUTCD. KEEP RIGHT signs (R4-8d) have been discontinued. MoDOT shall no longer provide KEEP RIGHT signs (R4-8d). Existing KEEP RIGHT signs (R4-8d) shall be left in place until they reach the end of their service life.<br />
<br />
'''Option.''' The Keep Right sign may be omitted at intermediate ends of divisional islands and medians. Where the obstruction obscures the Keep Right sign, the minimum placement height may be increased for better sign visibility.<br />
<br />
==903.5.20 DO NOT ENTER Sign (R5-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.37)==<br />
<br />
[[image:R5-1.gif|center|thumb|<center>'''R5-1'''</center>|125px]]<br />
<br />
'''Standard.''' The DO NOT ENTER (R5-1) sign shall be used where traffic is prohibited from entering a restricted roadway. If the sign is mounted behind a STOP or YIELD sign, the 36-in. DO NOT ENTER sign shall be used behind a 48 in. STOP sign and a 30 in. DO NOT ENTER sign shall be used behind a 60-in. YIELD sign. <br />
<br />
'''Guidance.''' The DO NOT ENTER sign, if used, should be placed directly in view of a road user at the point where a road user could wrongly enter a divided highway, one-way roadway, or ramp. The sign should be mounted on the right-hand side of the roadway, facing traffic that might enter the roadway or ramp in the wrong direction.<br />
<br />
If the DO NOT ENTER sign would be visible to traffic to which it does not apply, the sign should be turned away from, or shielded from, the view of that traffic.<br />
<br />
'''Option.''' The DO NOT ENTER sign may be installed where it is necessary to emphasize the one-way traffic movement on a ramp or turning lane. A second DO NOT ENTER sign on the left-hand side of the roadway may be used, particularly where traffic approaches from an intersecting roadway.<br />
<br />
==903.5.21 WRONG WAY Sign (R5-1a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.38)==<br />
<br />
[[image:R5-1a.gif|center|thumb|<center>'''R5-1a'''</center>|105px]]<br />
<br />
'''Option.''' The WRONG WAY (R5-1a) sign may be used as a supplement to the DO NOT ENTER sign where an exit ramp intersects a crossroad or a crossroad intersects a one-way roadway in a manner that does not physically discourage or prevent wrong-way entry. See [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]] for typical placements of WRONG WAY signs.<br />
<br />
'''Guidance.''' If used, the WRONG WAY sign should be placed at a location along the exit ramp or the one-way roadway farther from the crossroad than the DO NOT ENTER sign (see [[#903.5.24 Wrong-Way Traffic Control at Interchange Ramps (MUTCD Section 2B.41)|EPG 903.5.24]]).<br />
<br />
'''Option.''' ONE WAY signs may be omitted at intersections with divided highways that have median widths at the intersection itself of less than 30 feet.<br />
<br />
[[image:903.5.21.1 2020.jpg|center|700px|thumb|<center>'''Fig. 903.5.21.1, Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry'''</center>]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|General Notes:||(1) Distances and offsets may be adjusted based on engineering judgement to avoid blocking visibility of other signs<br />
|-<br />
| ||(2) When signals are present, ONE WAY signs may be mounted to signal posts<br />
|-<br />
| ||(3) ONE WAY signs may be installed back to back below crossroad guide signs located <50’ from ramp<br />
|-<br />
| ||(4) 4”x72” red sign post delineators are optional<br />
|-<br />
| ||(5) MoDOT maintained signs shall not be installed on the back of non-MoDOT maintained signs<br />
|-<br />
|Sign Size Notes:||(A) ONE WAY signs should be 36”x12” (single lane crossroad) or 54”x18” (multi-lane crossroad)<br />
|-<br />
| ||(B) DO NOT ENTER signs may be 48”x48” based on engineering judgement<br />
|-<br />
| ||(C) When installed back to back, YIELD signs shall be 60” and DO NOT ENTER signs shall be 30”x30”<br />
|-<br />
| ||(D) NO RIGHT TURN signs should be 30”x30” (single lane crossroad) or 36”x36” (multi-lane crossroad)<br />
|}<br />
<br />
<br />
[[image:903.5.21.2.jpg|center|550px|thumb|<center>'''Fig. 903.5.21.2, Example of Application of Regulatory Signing and Pavement Markings at an Entrance Ramp Where the Design Does not Clearly Indicate the Direction of Flow'''</center>]]<br />
<br />
==903.5.22 Selective Exclusion Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.39)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R5-2.jpg|left|thumb|<center>'''R5-2'''</center>|105px]]<br />
|[[image:R5-3.gif|left|thumb|<center>'''R5-3'''</center>|105px]]<br />
||[[image:R5-15.gif|left|thumb|<center>'''R5-15'''</center>|95px]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R5-16.gif|left|thumb|<center>'''R5-25'''</center>|95px]]<br />
||[[image:R5-21.gif|left|thumb|<center>'''R5-31'''</center>|95px]]<br />
||[[image:R7-102.gif|left|thumb|<center>'''R7-35'''</center>|95px]]<br />
|}<br />
<br />
'''Support.''' Selective Exclusion signs give notice to road users that state or local statutes or ordinances exclude designated types of traffic or activities from using particular roadways or facilities.<br />
<br />
'''Standard.''' If used, Selective Exclusion signs shall clearly indicate the type of traffic or activity that is excluded. <br />
<br />
'''Support.''' Typical exclusion messages include:<br />
<br />
A. No Trucks (R5-2);<br />
<br />
B. NO MOTOR VEHICLES (R5-3);<br />
<br />
C. PEDESTRIANS PROHIBITED (R5-10c);<br />
<br />
D. NO VENDING (R5-24);<br />
<br />
E. NO FISHING FROM BRIDGE (R5-25);<br />
<br />
F. NO PARKING ON BRIDGE (R7-35);<br />
<br />
G. DO NOT STOP ON TRACKS (R5-31).<br />
<br />
'''Guidance.''' If an exclusion is governed by vehicle weight, a Weight Limit sign (see [[#903.5.36 Weight Limit Signs (R12 Series) (MUTCD Section 2B.59)|EPG 903.5.36]]) should be used instead of a Selective Exclusion sign.<br />
<br />
The Selective Exclusion sign should be placed on the right-hand side of the roadway at an appropriate distance from the intersection so as to be clearly visible to all road users turning into the roadway that has the exclusion. The NO PEDESTRIANS (R5-10c) sign should be installed so as to be clearly visible to pedestrians who are at a location where an alternative route is available.<br />
<br />
'''Option.''' The NO PEDESTRIANS (R5-10c) or No Pedestrian Crossing (R9-3a) sign may also be used at underpasses or elsewhere where pedestrian facilities are not provided.<br />
<br />
'''Guidance.''' When the NO VENDING (R5-24) sign is used, the Missouri State Highway Patrol should be notified of the problem location. The sign should be erected no closer to the roadway than a point midway between the shoulder and the right of way line. The sign should be installed parallel to the centerline and visible from the roadway. <br />
<br />
'''Option.''' The NO VENDING (R5-24) sign may be used at locations where vending is taking place on right of way. <br />
<br />
'''Standard.''' When used, the NO FISHING FROM BRIDGE (R5-25) sign shall be mounted at or near the bridge ends.<br />
<br />
'''Option.''' The NO FISHING FROM BRIDGE (R5-25) sign may be used at locations where fishing from a bridge creates a safety hazard. <br />
<br />
'''Guidance.''' The NO PARKING ON BRIDGE sign (R7-35) should be used at bridge ends or on bridges where motorists tend to block or endanger through traffic by parking on the bridge. <br />
<br />
The DO NOT STOP ON TRACKS sign (R5-31) should be used at locations where railroad tracks are close enough to an intersection that motorists may have a tendency to stop the vehicle on the railroad tracks.<br />
<br />
==903.5.23 ONE WAY Signs (R6-1, R6-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.40)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R6-1.jpg|left|thumb|<center>'''R6-1'''</center>|125px]]<br />
||[[image:R6-2.jpg|left|thumb|<center>'''R6-2'''</center>|95px]]<br />
|}<br />
'''Standard.''' Except as provided in the Option below, the ONE WAY (R6-1 or R6-2) sign shall be used to indicate streets or roadways upon which vehicular traffic is allowed to travel in one direction only. ONE WAY signs shall be placed parallel to the one-way street at all access points that intersect one-way roadways as shown in [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]].<br />
<br />
At an intersection with a divided highway that has a median width at the intersection itself of 30 ft. or more, ONE WAY signs shall be placed, visible to each crossroad approach, on the near right and far left corners of each intersection with the directional roadways. <br />
<br />
At an intersection with a divided highway that has a median width at the intersection itself of less than 30 ft., Keep Right (R4-7) sign and/or ONE WAY signs shall be installed. If Keep Right signs are installed, they shall be placed as close as practical to the approach ends of the medians and shall be visible to traffic on the divided highway and each crossroad approach. If ONE WAY signs are installed, they shall be placed on the near right and far left corners of the intersection and shall be visible to each crossroad approach.<br />
<br />
'''Option.''' ONE WAY signs may be omitted on the one-way roadways of divided highways, where the design of interchanges indicates the direction of traffic on the separate roadways. The ONE WAY (R6-2) signs may be used in lieu of the ONE WAY (R6-1) signs on mast arms for signals or where lateral space is limited. <br />
<br />
'''Standard.''' If used, at unsignalized intersections, with one-way streets, ONE WAY signs shall be placed on the near right and the far left corners of the intersection facing traffic entering or crossing the one-way street (see [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]]). <br />
<br />
If used at signalized intersections, with one-way streets, ONE WAY signs shall be placed near the appropriate signal faces, on the poles holding the traffic signals, on the mast arm or span wire holding the signals, or at the locations specified for unsignalized intersections. <br />
<br />
At unsignalized T-intersections where the roadway at the top of the T-intersection is a one-way roadway, ONE WAY signs shall be placed on the near right and the far side of the intersection facing traffic on the stem approach (see EPG 903.16 Typical Signing Applications).<br />
<br />
At signalized T-intersections where the roadway at the top of the T-intersection is a one-way roadway, ONE WAY signs shall be placed near the appropriate signal faces on the poles holding the traffic signals, on the mast arm or span wire holding the signals, or at the locations specified for unsignalized intersections.<br />
<br />
'''Support.''' Typical locations for the ONE WAY sign include ramp terminals, crossovers, and some unusual intersections.<br />
<br />
==903.5.24 Wrong-Way Traffic Control at Interchange Ramps ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.41)==<br />
<br />
'''Standard.''' At interchange exit ramp terminals where the ramp intersects a crossroad in such a manner that wrong-way entry could inadvertently be made, the following signs shall be used (see Fig. 903.5.21.1): <br />
<br />
A. At least one ONE WAY sign for each direction of travel on the crossroad shall be placed where the exit ramp intersects the crossroad. <br />
<br />
B. At least one DO NOT ENTER sign shall be conspicuously placed near the downstream end of the exit ramp in positions appropriate for full view of a traveler starting to enter wrongly from the crossroad. <br />
<br />
C. At least one WRONG WAY sign shall be placed on the exit ramp facing a traveler traveling in the wrong direction. <br />
<br />
'''Guidance.''' In addition, the following pavement markings should be used (see [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.21_WRONG_WAY_Sign_.28R5-1a.29_.28MUTCD_Section_2B.38.29 Figure 903.5.21.1]): <br />
<br />
A. On two-lane paved crossroads at interchanges, double solid yellow lines should be used as a center line for an adequate distance on both sides approaching the ramp intersections. <br />
<br />
B. Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way traveler. <br />
<br />
'''Option.''' The following traffic control devices may be used to supplement the signs and pavement markings described in this article: <br />
<br />
A. Additional ONE WAY signs may be placed, especially on two-lane rural crossroads, appropriately in advance of the ramp intersection to supplement the required ONE WAY sign(s). <br />
<br />
B. Additional WRONG WAY signs may be used. <br />
<br />
C. Slender, elongated wrong-way arrow pavement markings (see [https://epg.modot.org/index.php?title=620.2_Pavement_and_Curb_Markings_%28MUTCD_Chapter_3B%29#620.2.20_Pavement_Word.2C_Symbol_and_Arrow_Markings_.28MUTCD_Section_3B.20.29 EPG 620.2.20]) intended primarily to warn wrong-way travelers that they are traveling in the wrong direction may be placed upstream from the ramp terminus (see [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.21_WRONG_WAY_Sign_.28R5-1a.29_.28MUTCD_Section_2B.38.29 Fig. 903.5.21.1]) to indicate the correct direction of traffic flow. Wrong-way arrow pavement markings may also be placed on the exit ramp at appropriate locations near the crossroad junction to indicate wrong-way movement. The wrong-way arrow markings may consist of pavement markings or bidirectional red-and-white raised pavement markers or other units that show red to wrong-way travelers and white to other travelers.<br />
<br />
D. Lane-use arrow pavement markings may be placed on the exit ramp and crossroad near their intersection to indicate the permissive direction of flow. <br />
<br />
'''Guidance.''' On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps, a ONE WAY sign visible to traffic on the entrance ramp and through roadway should be placed on each side of the through roadway near the entrance ramp merging point as illustrated in [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.21_WRONG_WAY_Sign_.28R5-1a.29_.28MUTCD_Section_2B.38.29 Fig. 903.5.21.2]. <br />
<br />
'''Option.''' At locations where engineering judgment determines that a special need exists, other standard warning or prohibitive methods and devices may be used as a deterrent to the wrong-way movement.<br />
<br />
Where there are no parked cars, pedestrian activity, or other obstructions such as snow or vegetation, and if an engineering study indicates that a lower mounting height would address wrong-way movements on freeway or expressway exit ramps, a DO NOT ENTER sign(s) and/or a WRONG WAY sign(s) that is located along the exit ramp facing a road user who is traveling in the wrong direction may be installed at a minimum mounting height of 3 ft., measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. <br />
<br />
'''Support.''' Refer to EPG 903.5.25 for additional information on signing to avoid wrong-way movements at at-grade intersections on expressways.<br />
<br />
==903.5.25 Divided Highway Crossing Signs (R6-3, R6-3a, R6-3b) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.42)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R6-3.gif|150px|left|thumb|<center>'''R6-3'''</center>]]<br />
||[[image:R6-3a.gif|125px|left|thumb|<center>'''R6-3a'''</center>]]<br />
||[[image:R6-3b.gif|125px|left|thumb|<center>'''R6-3b'''</center>]]<br />
|} <br />
<br />
'''Standard.''' On unsignalized minor-street approaches from which both left turns and right turns are permitted onto a divided highway that has a median width at the intersection itself of 30 ft. or more, except as provided in the paragraph below, a Divided Highway Crossing (R6-3 or R6-3a) sign shall be used to advise road users that they are approaching an intersection with a divided highway.<br />
<br />
If a Divided Highway Crossing sign is used at a four-legged intersection, the R6-3 sign shall be used. If used at a T-intersection, the R6-3a sign shall be used. <br />
<br />
The Divided Highway Crossing sign shall be located on the near right corner of the intersection, mounted beneath the STOP or YIELD sign or on a separate support. The DIVIDED HIGHWAY (R6-3b) sign may be used in situations where the R6-3 or R6-3a Divided Highway Crossing signs may be confusing.<br />
<br />
==903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.46)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R7-1.gif|left|95px|thumb|<center>'''R7-1'''</center>]]||<br />
||[[image:R7-4a.gif|left|95px|thumb|<center>'''R7-4a'''</center>]]<br />
||[[image:R7-10.gif|left|95px|thumb|<center>'''R7-33'''</center>]]<br />
|[[image:R7-11.gif|left|95px|thumb|<center>'''R7-34'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R7-103.gif|left|95px|thumb|<center>'''R7-103'''</center>]]<br />
|[[image:R7-106.gif|left|95px|thumb|<center>'''R7-106'''</center>]]<br />
||[[image:R7-107.gif|left|95px|thumb|<center>'''R7-107'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R7-108.jpg|left|95px|thumb|<center>'''R7-108'''</center>]]<br />
||[[image:R7-200.jpg|190px|left|thumb|<center>'''R7-200'''</center>]] <br />
||[[image:R7-201.gif|left|95px|thumb|<center>'''R7-201aP'''</center>]]<br />
||[[image:R8-3.gif|left|thumb|<center>'''R8-3'''</center>|95px]]<br />
|}<br />
<br />
'''Support.''' Signs governing the parking, stopping and standing of vehicles cover a wide variety of regulations, and only general guidance can be provided here. The word “standing” when used on the R7 and R8 series of signs refers to the practice of a driver keeping the vehicle in a stationary position while continuing to occupy the vehicle. Typical examples of parking, stopping, and standing signs and plaques are as follows:<br />
<br />
1. NO PARKING ANYTIME (R7-1);<br />
<br />
2. NO PARKING ANYTIME (DOUBLE ARROW) (R7-1D);<br />
<br />
3. NO PARKING ANYTIME (LEFT ARROW) (R7-1L);<br />
<br />
4. NO PARKING ANYTIME (RIGHT ARROW) (R7-1R);<br />
<br />
5. NO STOPPING OR STANDING (R7-4a);<br />
<br />
6. NO STOPPING OR STANDING (DOUBLE ARROW) (R7-4aD);<br />
<br />
7. NO STOPPING OR STANDING (LEFT ARROW) (R7-4aL);<br />
<br />
8. NO STOPPING OR STANDING (RIGHT ARROW) (R7-4aR);<br />
<br />
9. RESERVED PARKING for Persons with Disabilities (R7-8);<br />
<br />
10. RESERVED PARKING for Persons with Disabilities (DOUBLE ARROW) (R7-8D);<br />
<br />
11. RESERVED PARKING for Persons with Disabilities (LEFT ARROW) (R7-8L);<br />
<br />
12. RESERVED PARKING for Persons with Disabilities (RIGHT ARROW) (R7-8R);<br />
<br />
13. NO TRUCK PARKING (R7-33);<br />
<br />
14. PARRALEL PARKING ONLY (R7-34);<br />
<br />
15. PARRALEL PARKING ONLY (DOUBLE ARROW) (R7-34D);<br />
<br />
16. PARRALEL PARKING ONLY (LEFT ARROW) (R7-34L);<br />
<br />
17. PARRALEL PARKING ONLY (RIGHT ARROW) (R7-34R);<br />
<br />
18. NO PARKING (R8-3):<br />
<br />
19. NO PARKING EXCEPT SUNDAY AND HOLIDAYS (R7-103);<br />
<br />
20. NO PARKING ALL TRAILORS AND TRUCKS OVER 6 TONS (R7-36);<br />
<br />
21. ½ HOUR PARKING (R7-108);<br />
<br />
22. ½ HOUR PARKING (DOUBLE ARROW) (R7-108D);<br />
<br />
23. ½ HOUR PARKING (LEFT ARROW) (R7-108L);<br />
<br />
24. ½ HOUR PARKING (RIGHT ARROW) (R7-108R);<br />
<br />
25. NO PARKING LOADING ZONE (R7-106);<br />
<br />
26. NO PARKING LOADING ZONE (DOUBLE ARROW) (R7-106D);<br />
<br />
27. NO PARKING LOADING ZONE (LEFT ARROW) (R7-106L);<br />
<br />
28. NO PARKING LOADING ZONE (RIGHT ARROW) (R7-106R);<br />
<br />
29. NO PARKING BUS STOP (R7-107);<br />
<br />
30. NO PARKING BUS STOP (DOUBLE ARROW) (R7-107D);<br />
<br />
31. NO PARKING BUS STOP (LEFT ARROW) (R7-107L);<br />
<br />
32. NO PARKING BUS STOP (RIGHT ARROW) (R7-107R);<br />
<br />
33. COMBINATION OF ANY TWO PARKING SIGNS (R7-200); and<br />
<br />
34. TOW AWAY ZONE (R7-201aP).<br />
<br />
The District Engineer is authorized to act on requests for parking restrictions within incorporated areas upon receipt of a city ordinance requesting the same.<br />
<br />
'''Option.''' The District Engineer may authorize parking restrictions after completion of a study by the district staff and review by county and local law enforcement.<br />
<br />
Within interchange areas and on ramps the standard NO PARKING ANYTIME (R7-1) sign may be used.<br />
<br />
'''Guidance.''' Local law enforcement agencies involved should be advised of the change and have city support. <br />
<br />
===903.5.26.1 Design of Parking, Standing and Stopping Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.47)===<br />
<br />
'''Support.''' Discussions of parking signs and parking regulations in this article apply not only to parking, but also to standing and stopping.<br />
<br />
'''Standard.''' The legend on parking signs shall state applicable regulations. Parking signs shall comply to the standards of shape, color, and location.<br />
<br />
Where parking is prohibited at all times or at specific times, the basic design for parking signs shall have a red legend and border on a white background (Parking Prohibition signs), except that the R8-4 and R8-7 signs and the alternate design for the R7-201aP plaque shall have a black legend and border on a white background, and the R8-3 sign shall have a black legend and border and a red circle and slash on a white background. Where only limited-time parking or parking in a particular manner are permitted, the signs shall have a green legend and border on a white background (Permissive Parking signs).<br />
<br />
'''Guidance.''' Variations in sign legend may be requested. If signs different from those listed are required, the following information may be included in the legend on the R7-10x series:<br />
<br />
A. The restriction or prohibition;<br />
<br />
B. The times of the day that it is applicable, if not at all hours; and<br />
<br />
C. The days of the week that it is applicable, if not every day.<br />
<br />
If the parking restriction applies to a limited area or zone, the limits of the restriction should be shown by arrows or supplemental plaques. If arrows are used and if the sign is at the end of a parking zone, there should be a single-headed arrow pointing in the direction that the regulation is in effect. If the sign is at an intermediate point in a zone, there should be a double-headed arrow pointing both ways. When a single sign is used at the transition point between two parking zones, it should display a right and left arrow pointing in the direction that the respective restrictions apply.<br />
<br />
Where special parking restrictions are imposed during heavy snowfall, Emergency Snow Route (R7-203) signs should be installed. The legend will vary according to the regulations, but the signs should be vertical rectangles, having a white background with the upper part of the plate a red background. <br />
<br />
'''Option.''' To minimize the number of parking signs, blanket regulations that apply to a given district may, if legal, be posted at district boundary lines.<br />
<br />
As an alternate to the use of arrows to show designated restriction zones, word messages such as BEGIN, END, HERE TO CORNER, HERE TO ALLEY, THIS SIDE OF SIGN, or BETWEEN SIGNS may be used.<br />
<br />
Where parking is prohibited during certain hours and time-limited parking or parking in a particular manner is permitted during certain other time periods, two 18 in. x 24 in. parking signs may be used with the red Parking Prohibition sign installed above or to the left of the green Permissive Parking sign.<br />
<br />
The words NO PARKING may be used as an alternative to the No Parking symbol. The supplemental educational plaque, NO PARKING, with a red legend and border on a white background, may be used above signs incorporating the No Parking symbol.<br />
<br />
Alternate designs for the R7-107 sign may be developed such as the R7-107a sign. Alternate designs may include, on a single panel, a transit logo, an approved bus symbol, a parking prohibition, the words BUS STOP, and an arrow. The preferred bus symbol color is black, but other dark colors may be used. Additionally, the transit logo may be shown on the bus face in the appropriate colors instead of placing the logo separately. The reverse side of the sign may contain bus routing information.<br />
<br />
To make the parking regulations more effective and to improve public relations by giving a definite warning, a sign reading TOW-AWAY ZONE (R7-201aP) may be appended to, or incorporated in, any parking prohibition sign.<br />
<br />
===903.5.26.2 Placement of Parking, Stopping and Standing Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.48)===<br />
<br />
'''Guidance.''' When signs with arrows are used to indicate the extent of the restricted zones, the signs should be set at an angle of not less than 30 degrees or more than 45 degrees with the line of traffic flow in order to be visible to approaching traffic.<br />
<br />
Spacing of signs should be based on legibility and sign orientation. If the zone is unusually long, signs showing a double arrow should be used at intermediate points within the zone.<br />
<br />
'''Standard.''' If the signs are mounted at an angle of 90 degrees to the curb line, two signs shall be mounted back-to-back at the transition point between two parking zones, each with an appended THIS SIDE OF SIGN (R7-202P) supplemental plaque.<br />
<br />
'''Guidance.''' If the signs are mounted at an angle of 90 degrees to the curb line, signs without any arrow or appended plaque should be used at intermediate points within a parking zone, facing in the direction of approaching traffic. Otherwise the standards of placement should be the same as for signs using directional arrows.<br />
<br />
==903.5.27 NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36)==<br />
<br />
[[image:R7-104.gif|center|thumb|<center>'''R7-36'''</center>|100px]]<br />
<br />
'''Standard.''' NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36) signs shall be placed in each commuter parking lot. A sign shall be installed at or near each entrance of the commuter parking lot.<br />
<br />
'''Support.''' This parking restriction is necessary because commuter lots have been used by commercial trailers and trucks for extended periods of parking.<br />
<br />
==903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R7-8.gif|left|95px|thumb|<center>'''R7-8'''</center>]] <br />
||[[image:R7-8P.jpg|left|95px|thumb|<center>'''R7-8P'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The RESERVED PARKING for Persons with Disabilities (R7-8) sign shall be installed in rest area parking lots 10 ft. to 16 ft. from the edge of the handicap ramp.<br />
<br />
Where parking spaces that are reserved for persons with disabilities are designated to accommodate wheelchair vans, a VAN ACCESSIBLE (R7-8P) plaque shall be mounted below the R7-8 sign. The R7-8P plaque shall have a green legend and border on a white background.<br />
<br />
'''Support.''' The R7-8L has a left arrow and the R7-8R a right arrow. The R7-8 does not have an arrow.<br />
<br />
==903.5.29 Emergency Restriction Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.49)==<br />
<br />
[[image:R8-7.gif|center|150px|thumb|<center>'''R8-7'''</center>]]<br />
<br />
'''Option.''' The EMERGENCY STOPPING ONLY (R8-7) sign may be used to discourage or prohibit shoulder parking on the interstate and other freeway highway systems based on [https://revisor.mo.gov/main/OneSection.aspx?section=304.024 Section 304.024 RSMo]. <br />
<br />
'''Standard.''' EMERGENCY STOPPING ONLY signs shall be rectangular and have a black legend and border on a white background.<br />
<br />
'''Guidance.''' The use of the EMERGENCY STOPPING ONLY sign should be held to a minimum and not erected unless there is a specific problem.<br />
<br />
==903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) ([https://mutcd.fhwa.dot.gov/ MUTCD] Sections 2B.53 and 2B.54)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R10-3b.gif|left|thumb|<center>'''R10-3b'''</center>|95px]]||[[image:R10-3bR.gif|left|thumb|<center>'''R10-3bR'''</center>|95px]]||[[image:R10-3c.gif|left|thumb|<center>'''R10-3c'''</center>|95px]]||[[image:R10-3cL.gif|left|thumb|<center>'''R10-3cL'''</center>|95px]]<br />
||[[image:R10-3eL.jpg|left|thumb|<center>'''R10-3eL'''</center>|95px]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R10-5.gif|left|thumb|<center>'''R10-5'''</center>|95px]]<br />
||[[image:R10-6.gif|left|thumb|<center>'''R10-6'''</center>|95px]]||[[image:R10-7.gif|left|thumb|<center>'''R10-7'''</center>|95px]]<br />
||[[image:R10-7a.gif|left|thumb|<center>'''R10-7a'''</center>|95px]]<br />
||[[image:R10-10.gif|left|thumb|<center>'''R10-10'''</center>|95px]]<br />
|}<br />
{|style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R10-11a.jpg|left|thumb|<center>'''R10-11a'''</center>|95px]]<br />
||[[image:R10-11b.jpg|left|thumb|<center>'''R10-11b'''</center>|95px]]<br />
||[[image:R10-12.gif|left|thumb|<center>'''R10-12'''</center>|95px]]<br />
||[[image:R10-13.gif|left|thumb|<center>'''R10-13'''</center>|95px]]<br />
||[[image:R10-14.jpg|left|thumb|<center>'''R10-14'''</center>|95px]] <br />
|}<br />
{|style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R10-14b.jpg|left|thumb|<center>'''R10-14b'''</center>|95px]]<br />
||[[image:R10-15.jpg|left|thumb|<center>'''R10-15'''</center>|95px]]<br />
|[[image:R10-21.gif|left|thumb|<center>'''R10-21'''</center>|95px]]<br />
||[[image:R10-27a.jpg|left|thumb|<center>'''R10-27a'''</center>|95px]]<br />
||[[image:R10-30.jpg|left|thumb|<center>'''R10-30'''</center>|95px]]<br />
|}<br />
'''Support.''' Refer to [[:Category:902 Signals|EPG 902 Signals]] for more information on the application of these signs.<br />
<br />
'''Option.''' To supplement traffic signal control, Traffic Signal signs R10-3 through R10-30 may be used to regulate road users. <br />
<br />
Traffic Signal signs may be installed at certain locations to clarify signal control. Among the legends that may be used for this purpose are STOP HERE ON RED (R10-6) for observance of stop lines, DO NOT BLOCK INTERSECTION (R10-7) for avoidance of traffic obstructions, DO NOT BLOCK ENTRANCE (R10-7a), RIGHT TURN SIGNAL (R10-10R), LEFT TURN YIELD ON FLASHING ARROW (R10-27a), and STOP HERE ON FLASHING RED (R10-14b) for emergency-vehicle hybrid beacon.<br />
<br />
'''Standard.''' The R10-3e and R10-3j sign shall be used with pre-timed pedestrian signals. For actuated pedestrian signal, the R10-3eL or R10-3jL and the R10-3eR or R10-3jR shall be mounted immediately above or incorporated in pedestrian pushbutton units. <br />
<div id="The LEFT TURN SIGNAL (R10-10L) has been discontinued."></div><br />
<br />
The LEFT TURN SIGNAL (R10-10L) has been discontinued. These signs shall remain in place until the circular red indication is replaced with a red left arrow (see [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.25 Signal Indications for Protected Only Mode Left-Turn Movements (MUTCD Section 4D.19)|EPG 902.5.25 Signal Indications for Protected Only Mode Left-Turn Movements]]). <br />
<br />
If an existing R10-10L is at the end of its service life, it shall be removed and the circular red indication shall be replaced with a red left arrow. <br />
<br />
'''Option.''' The RIGHT TURN SIGNAL (R10-10R) sign does not restrict right turns on red by state law, however, if local ordinances or enforcement practices cause this restriction, this sign may be omitted. <br />
<br />
'''Standard.''' The LEFT TURN YIELD ON FLASHING ARROW (R10-27a) shall be used next to a signal indication where the turning movement is controlled by a flashing yellow arrow and shall be mounted adjacent to the head. <br />
<br />
'''Guidance.''' RIGHT TURN SIGNAL signs should not be used at ramp terminals, the stems of tee intersections, or any other situation where there is no opposing through or left turning traffic. <br />
<br />
Except as provided by the option below, if right turn on red (RTOR) is restricted, then the NO TURN ON RED (R10-11a) sign shall be used in lieu of the RIGHT TURN SIGNAL sign. <br />
<br />
'''Option.''' Where space considerations warrant, the square NO TURN ON RED (R10-11b) sign may be used.<br />
<br />
'''Standard.''' The EMERGENCY SIGNAL (R10-13) sign shall be used in conjunction with emergency-vehicle traffic control signals.<br />
<br />
The EMERGENCY SIGNAL – STOP ON FLASHING RED (R10-14) sign shall be used in conjunction with emergency-vehicle hybrid beacons. <br />
<br />
'''Option.''' If needed for extra emphasis, a STOP HERE ON FLASHING RED (R10-14b) sign may be installed with an emergency-vehicle hybrid beacon.<br />
<br />
If the signalized intersection has push buttons but no pedestrian heads the PUSH BUTTON FOR GREEN SIGNAL (R10-4) sign may be used instead of the R10-3e and R10-3j signs. <br />
<br />
In order to remind drivers who are making turns to yield to pedestrians, Turning Vehicles Yield to Pedestrians (R10-15) sign may be used.<br />
<br />
A RIGHT TURN ON RED MUST YIELD TO U-TURN (R10-30) sign may be installed to remind road users that they must yield to conflicting U-turn traffic on the street or highway on to which they are turning right on a red signal after stopping. A RIGHT TURN MUST YIELD TO U-TURN (special sign) sign may be installed under a yield sign to remind road users that they must yield to conflicting U-turn traffic on the street or highway on to which they are turning right controlled by a yield sign.<br />
<br />
The R10-25 sign may be used where a pushbutton detector has been installed for pedestrians to activate [[902.14 In-Roadway Lights (MUTCD Chapter 4N)|In-Roadway Warning Lights]] or flashing beacons that have been added to the pedestrian warning signs.<br />
<div id="Guidance. The LEFT TURN YIELD ON GREEN (symbolic green ball) (R10-12) sign"></div><br />
<br />
'''Guidance.''' The LEFT TURN YIELD ON GREEN (symbolic green ball) (R10-12) sign and the LEFT TURN SIGNAL YIELD ON GREEN (symbolic green ball) (R10-21) are being phased out and should be replaced by the LEFT TURN YIELD ON FLASHING ARROW (R10-27a) sign as permissive left turn signals are being converted to the flashing yellow arrow indication (see [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow (FYA)|EPG 902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow]]). Existing R10-12 and R10-21 signs should be maintained until the signal is converted. <br />
<br />
'''Standard.''' The NO TURN ON RED (R10-11a) sign shall be used to prohibit a right turn on red. <br />
<br />
'''Guidance.''' The RIGHT TURN SIGNAL (R10-10R) sign should be used when a right turn movement with an exclusive turn lane is protected and controlled by a three-section head consisting of R-Yrt-Rt (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.31_Signal_Indications_for_Permissive_Only_Mode_Right-Turn_Movements_.28MUTCD_Section_4D.22.29 Fig. 902.5.31]). If used, the NO TURN ON RED sign should mounted adjacent to the far right signal indication. Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.33 Signal Indications for Protected/Permissive Mode Right-Turn Movements (MUTCD Section 4D.24)|EPG 902.5.33]] to determine when a NO TURN ON RED sign should be considered.<br />
<br />
'''Support.''' [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)|EPG 902.6 Pedestrian Control Features]] contains information regarding the application of the R10-32P plaque.<br />
<br />
==903.5.31 Photo Enforced Signs and Plaques (R10-18, R10-18a, R10-18aP and R10-19aP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.55)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R10-18.gif|left|thumb|<center>'''R10-18'''</center>|95px]]||[[image:R10-18a.jpg|left|thumb|<center>'''R10-18a'''</center>|65px]]||[[image:R10-18aP.jpg|left|thumb|<center>'''R10-18aP'''</center>|95px]]||[[image:R10-19.gif|left|thumb|<center>'''R10-19aP'''</center>|95px]]<br />
|}<br />
<br />
'''Standard.''' If used below a regulatory sign, the PHOTO ENFORCED (R10-19aP) sign shall be a rectangle with a black legend and border on a white background.<br />
<br />
'''Support.''' In November 2010, FHWA granted interim approval (IA-12) for the optional use of a regulatory Traffic Signal Photo Enforced (R10-18a) sign. For more information about the provisions of the interim approval, visit the [http://mutcd.fhwa.dot.gov/resources/interim_approval/ia12/index.htm IA-12 section of the MUTCD].<br />
<br />
'''Standard.''' The Traffic Signal Photo Enforced (R10-18a) sign shall be used on a photo enforced approach to a signalized intersection. On photo enforced approaches where no YIELD sign is present for right turns, the INCLUDES RIGHT TURN (R10-18aP) plaque shall be installed below the Traffic Signal Photo Enforced sign.<br />
<br />
The Traffic Signal Photo Enforced (R10-18a) sign shall not be used on a signal approach that is not photo enforced, even if other approaches to the same signal are photo enforced.<br />
<br />
'''Support.''' For more information about photo enforcement requirements, see [[:Category:950 Automated Traffic Enforcement|EPG 950 Automated Traffic Enforcement]].<br />
<br />
==903.5.32 KEEP OFF MEDIAN Sign (R11-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.57)==<br />
<br />
[[image:R11-1.gif|center|thumb|<center>'''R11-1'''</center>|105px]]<br />
<br />
'''Option.''' The KEEP OFF MEDIAN (R11-1) sign may be used to prohibit driving into or parking on the median. <br />
<br />
'''Guidance.''' The KEEP OFF MEDIAN sign should be installed on the left of the roadway within the median at random intervals as needed wherever there is a tendency for encroachment. <br />
<br />
'''Support.''' A median is the area between two roadways of a divided highway measured from edge of travel way to edge of travel way or the area between a highway and an outer road.<br />
<br />
==903.5.33 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 Series, R11-4) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.58)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-2.gif|125px|thumb|left|<center>'''R11-2'''</center>]]||[[image:R11-3a.jpg|thumb|left|<center>'''R11-3a'''</center>|125px]]||[[image:R11-3b.jpg|thumb|left|<center>'''R11-3b'''</center>|125px]]||[[image:R11-4.gif|thumb|left|<center>'''R11-4'''</center>|125px]] <br />
|}<br />
<br />
'''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 (R11-3a) or ROAD CLOSED TO THRU TRAFFIC (R11-4) signs should be used where through traffic is not permitted, or for a closure some distance beyond the sign, but where the highway is open for local traffic up to the point of closure.<br />
<br />
'''Standard.''' The Road Closed (R11-2, R11-3 series, and R11-4) signs shall be designed as horizontal rectangles. These signs shall be preceded by the applicable Advance Road Closed warning sign with the secondary legend AHEAD and, if applicable, an Advance Detour warning sign. <br />
<br />
'''Option.''' The word message BRIDGE OUT may be substituted for the ROAD CLOSED message where applicable.<br />
<br />
==903.5.34 DO NOT DRIVE ON SHOULDER Sign (R4-17) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.36)==<br />
<br />
[[image:R11-5.gif|center|thumb|<center>'''R4-17'''</center>|105px]]<br />
<br />
'''Guidance.''' The DO NOT DRIVE ON SHOULDER (R4-17) sign should be considered for special conditions if there is a need determined by district Traffic engineering staff. The sign should be considered as a temporary tool to aid in the enforcement of the condition. After it appears the problem has been corrected, these signs should be removed.<br />
<br />
'''Standard.''' So that driver expectancy does not require general use of this sign, select only a relatively few locations for this sign’s use.<br />
<br />
==903.5.35 STOP FOR SCHOOL BUS Sign (R16-26)==<br />
<br />
[[image:R16-6.gif|center|125px|thumb|<center>'''R16-6'''</center>|<br />
<center>'''''Do Not Replace'''''</center>]]<br />
<br />
'''Standard.''' The STOP FOR SCHOOL BUS (R16-26) sign has been discontinued. MoDOT shall no longer provide STOP FOR SCHOOL BUS (R16-26) signs. Existing STOP FOR SCHOOL BUS (R16-26) signs shall be left in place until they reach the end of their service life. <br />
<br />
==903.5.36 Weight Limit Signs (R12 Series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.59)==<br />
<br />
[[image:R12-1.gif|center|125px|thumb|<center>'''R12-1'''</center>]]<br />
<br />
'''Option.''' The WEIGHT LIMIT XX TONS (R12-1) sign may be used to indicate vehicle weight restrictions including load. <br />
<br />
'''Standard.''' If used, the WEIGHT LIMIT XX TONS (R12-1) sign shall be located in advance of the applicable section of highway or structure (see Table 903.5.36 and Fig. 903.5.36.1 to 903.5.36.7).<br />
<br />
In commercial zones, bridges with the capacity of more the 65 tons shall not be posted, as normally loads in excess of 65 tons will not occur.<br />
<br />
'''Guidance.''' If used, the WEIGHT LIMIT XX TONS (R12-1) sign with an advisory distance ahead legend should be placed at approach road intersections or other points where prohibited vehicles can detour or turn around.<br />
<br />
'''Option.''' A NOTICE (W16-19P) plaque (see [[903.6 Warning Signs#903.6.58 NOTICE Plaque (W16-18P) (MUTCD Section 2A.15)|EPG 903.6.58 NOTICE Plaque (W16-18P)]]) should be placed above weight limit signs to notify drivers of a new, lowered bridge weight restriction. Once the capacity of the structure is returned to normal the NOTICE plaque should be removed from the weight limit sign. <br />
<br />
'''903.5.36.1 Weight/Speed Restriction Signing (R12 Series)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-10.gif|left|95px|thumb|<center>'''R12-16'''</center>]]<br />
||[[image:R12-11.gif|left|95px|thumb|<center>'''R12-17'''</center>]]<br />
||[[image:R12-12.gif|left|95px|thumb|<center>'''R12-18'''</center>]]<br />
||[[image:R12-13.gif|left|95px|thumb|<center>'''R12-19'''</center>]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-14.gif|left|95px|thumb|<center>'''R12-20'''</center>]]<br />
||[[image:R12-15.gif|left|95px|thumb|<center>'''R12-21'''</center>]]<br />
||[[image:R12-16.gif|left|95px|thumb|<center>'''R12-22'''</center>]]<br />
||[[image:R12-17.gif|left|95px|thumb|<center>'''R12-23'''</center>]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-18.gif|left|95px|thumb|<center>'''R12-24'''</center>]]<br />
||[[image:R12-19.gif|left|95px|thumb|<center>'''R12-25'''</center>]]<br />
||[[image:R12-20.gif|left|95px|thumb|<center>'''R12-26'''</center>]]<br />
||[[image:R12-21.gif|left|95px|thumb|<center>'''R12-27'''</center>]]<br />
|}<br />
<br />
'''Option.''' The Weight/Speed Restriction signing (R12 series) carrying weight restriction and speed limits may be used to indicate vehicle restrictions. <br />
<br />
'''Standard.''' If used, the Weight/Speed Restriction signing shall be located in advance of the applicable section of highway or structure (see Table 903.5.36 and Figs. 903.5.36.1 to 903.5.36.7).<br />
<br />
In commercial zones, bridges with the capacity of more the 65 tons shall not be posted, as normally loads in excess of 65 tons will not occur.<br />
<br />
'''Guidance.''' If used, the Weight/Speed Restriction signs with an advisory distance ahead legend should be placed at approach road intersections or other points where prohibited vehicles can detour or turn around.<br />
<br />
A NOTICE (W16-19P) plaque (see [[903.6 Warning Signs#903.6.58 NOTICE Plaque (W16-18P) (MUTCD Section 2A.15)|EPG 903.6.58 NOTICE Plaque (W16-18P)]]) should be placed above weight limit signs to notify drivers of a new, lowered bridge weight restriction. Once the capacity of the structure is returned to normal the NOTICE plaque should be removed from the weight limit sign. <br />
<br />
'''Support.''' Bridge ratings can be found in [http://tmshome TMS].<br />
<br />
<div id="Listing of Posting Categories"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ '''''Table 903.5.36 Listing of Bridge Posting Categories'''''<br />
! style="background:#BEBEBE" rowspan="2"|Posting Category !!style="background:#BEBEBE" rowspan="2"| Figure!!style="background:#BEBEBE"|Description of Bridge Posting <br />
|-<br />
! style="background:#BEBEBE"|(refer to figures for each posting's appropriate signing)<br />
|- <br />
| align="center"|S-1 ||N/A|| No Posting Required<br />
|-<br />
|align="center"|S-2|| N/A|| Not Applicable<br />
|-<br />
|align="center"|S-3|| 903.5.36.2|| Actual Load Posting Required<br />
|-<br />
|align="center"|S-C3|| 903.5.36.2|| Commercial Zone Posting (40 Tons or Greater)<br />
|-<br />
|align="center"|S-4|| 903.5.36.4|| Traffic Must Use Centerline of Bridge<br />
|-<br />
|align="center"|S-5|| 903.5.36.3|| Centerline of Bridge and Trucks Over _ Tons 15 MPH on Bridge<br />
|-<br />
|align="center"|S-6|| 903.5.36.3|| Centerline of Bridge and 6-Axle Trucks Over _ Tons 15 MPH on Bridge<br />
|-<br />
|align="center"|S-7|| 903.5.36.5|| Trucks Over _ Tons 15 MPH on Bridge<br />
|-<br />
|align="center"|S-8|| 903.5.36.5|| Trucks Over _ Tons 15 MPH on Bridge Except 6 Axle Trucks Weight Limit _ Tons<br />
|-<br />
|align="center"|S-9|| 903.5.36.5|| 6 Axle Trucks Over _ Tons 15 MPH on Bridge<br />
|-<br />
|align="center"|S-10|| 903.5.36.7|| 6 Axle Trucks Weight Limit _ Tons<br />
|-<br />
|align="center"|S-11|| 903.5.36.5|| Truck Over _ Tons 15 MPH on Bridge Except Trucks Weight Limit _ Tons<br />
|-<br />
|align="center"|S-12|| 903.5.36.3|| Centerline of Bridge and Trucks Over _ Tons 15 MPH on Bridge Except Max Limit _ Tons<br />
|-<br />
|align="center"|S-13|| 903.5.36.3|| Centerline of Bridge and Truck Weight Limit _ Tons, Two-Way Traffic<br />
|-<br />
|align="center"|S-14|| 903.5.36.5|| Truck Weight Limit _ Tons Except Single Unit Triple Rear Axle Truck (MO-4) Over _ Tons 15 MPH on Bridge<br />
|-<br />
|align="center"|S-15|| 903.5.36.5|| Truck Weight Limit _ Tons Except Single Unit Tandem Rear Axle Truck (H-20) _ Tons Weight Limit (May be used in Commercial Zone)<br />
|-<br />
|align="center"|S-16|| 903.5.36.7|| Trucks Over _ Tons 15 MPH on Bridge Except Single Unit Trucks (H-20) Weight Limit _ Tons and all other Trucks Weight Limit _ Tons<br />
|-<br />
|align="center"|S-17|| 903.5.36.3|| Centerline of Bridge and Trucks Over _ Tons 15 MPH on Bridge Except Single Unit Trucks (H-20) Weight Limit _ Tons and all Other Trucks Weight Limit _ Tons<br />
|-<br />
|align="center"|S-18|| 903.5.36.7|| Single Unit Trucks Over _ Tones 15 MPH on Bridge and all Other Trucks Over _ Tons 15 MPH on Bridge<br />
|}<br />
<br />
<br />
[[image:Fig. 903.5.47.1.jpg|center|600px|thumb|<center>'''Fig. 903.5.36.1 Truck Detour Signing For Weight Restricted Bridges '''</center>]]<br />
<br />
[[image:Fig. 903.5.47.2.jpg|center|600px|thumb|<center>'''Fig. 903.5.36.2 Two-Lane Bridge Weight Limit Restriction Category S-3 and S-C3'''</center>]]<br />
<div id="Fig. 903.5.36.3 "></div><br />
[[image:New 903.5.36.3.jpg|center|600px|thumb|<center>'''Fig. 903.5.36.3 One Lane Bridge Weight and Speed Restrictions'''</center>]]<br />
<br />
[[image:Fig. 903.5.36.4.jpg|center|600px|thumb|<center>'''Fig. 903.5.36.4 One Lane Bridge Width Restriction Category S-4'''</center>]]<br />
<br />
[[image:Fig. 903.5.36.5.jpg|center|600px|thumb|<center>'''Fig. 903.5.36.5 Two-Lane Bridge Weight and Speed Restrictions'''</center>]]<br />
<br />
[[image:Fig. 903.5.36.6.jpg|center|500px|thumb|<center>'''Fig. 903.5.36.6 Two-Lane Bridge Weight Limit Restriction Category S-10'''</center>]]<br />
<br />
[[image:Fig. 903.5.36.7.jpg|center|800px|thumb|<center>'''Fig. 903.5.36.7 Two-Lane Bridge Weight and Speed Restrictions'''</center>]]<br />
<br />
==903.5.37 Weigh Station Signs (R13 series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.60)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R13-6.gif|left|95px|thumb|<center>'''R13-6'''</center>]]<br />
||[[image:R13-11.jpg|left|95px|thumb|<center>'''R13-11'''</center>]]<br />
|[[image:R13-3.gif|left|95px|thumb|<center>'''R13-12'''</center>]]<br />
||[[image:R13-5.gif|left|95px|thumb|<center>'''R13-13'''</center>]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R13-15P.jpg|left|95px|thumb|<center>'''R13-15P'''</center>]]<br />
||[[image:R13-8.gif|left|95px|thumb|<center>'''R13-16'''</center>]]<br />
||[[image:R13-9.gif|left|105px|thumb|<center>'''R13-17'''</center>]] <br />
|} <br />
<br />
'''Guidance.''' The BUSES WEIGH sign (R13-11) should be used at all weigh stations to supplement the standard weigh station signing. Requests for this sign should come from the Headquarters of the Highway Patrol and submitted to the Central Office Highway Safety and Traffic Division. <br />
<br />
'''Option.''' The OPEN FOR PERMITS (R13-13) sign, along with an easel, may be provided to the Highway Patrol, upon request for weight stations. <br />
<br />
'''Guidance.''' The OPEN FOR PERMITS sign should be placed by weigh station personnel near the scale house. The sign should be used by the Highway Patrol when the scale is not in operation but personnel are available to issue permits. <br />
<br />
'''Standard.''' The OPEN FOR PERMITS sign shall not be mounted on the shoulder. <br />
<br />
'''Guidance.''' The OPEN-CLOSED plaque (R13-15P) should be installed below all WEIGH STATION RIGHT LANE signs whenever an automatic OPEN-CLOSED sign has not been provided.<br />
<br />
The BEFORE PULLING ONTO SCALE (R13-16) sign should be installed just to the right of the weigh scale and immediately in front thereof. A 30 in. STOP sign should be mounted above the sign. <br />
<br />
When used, the SCALE CLOSED (R13-17) sign should be mounted on the scale gates at weigh stations.<br />
<br />
==903.5.38 Other Regulatory Signs==<br />
<br />
'''Option.''' Regulatory word message signs other than those classified and specified in the EPG and the federal [https://mutcd.fhwa.dot.gov/ser-shs_millennium.htm ''Standard Highway Signs and Markings''] book may be developed to aid the enforcement of other laws or regulations.<br />
<br />
Except for symbols on regulatory signs, minor modifications in the design may be permitted provided that the essential appearance characteristics are met. <br />
<br />
'''Standard.''' Special regulatory signs shall be approved by the State Highway Safety and Traffic Engineer.<br />
<br />
==903.5.39 AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)==<br />
<br />
[[image:R5-19.gif|center|thumb|<center>'''R5-29'''</center>|105px]]<br />
<br />
'''Guidance.''' The AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign, along with the symbolic, No U Turn (R3-4) sign, should be provided at emergency crossovers to prohibit non-emergency use. The symbolic, No U Turn sign should be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY sign.<br />
<br />
Signing for both directions of traffic should be provided on one post with the signs being installed 90 degrees to the roadway. The signs should be mounted back to back. The post should be located approximately in the middle of the median. If median width is greater than 60 ft., consideration should be given to install separate signs.<br />
<br />
==903.5.40 Seatbelt Signs (R16-2, R16-3, R16-24, R16-27, R16-27a, R16-28)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R16-27.jpg|left|thumb|<center>'''R16-27'''</center>|95px]]||[[image:R16-28.jpg|left|thumb|<center>'''R16-28'''</center>|95px]]||[[image:R16-27aP.jpg|left|thumb|<center>'''R16-27bP'''</center>|95px]] ||[[image:R16-27cP.jpg|left|thumb|<center>'''R16-27bP'''</center>|95px]]||[[image:R16-27bP.jpg|left|thumb|<center>'''R16-27cP'''</center>|95px]]||[[image:R16-27dP.jpg|left|thumb|<center>'''R16-27cP'''</center>|95px]]<br />
|}<br />
<br />
'''Standard.''' The R16-2, R16-3, R16-24 and R16-27a seatbelt signs have been discontinued. These signs shall remain in place to the end of their service life. <br />
<br />
The BUCKLE UP – IT’S THE LAW (R16-27) sign shall be installed at the end of the on ramp of rest areas and Missouri Welcome Centers on the interstate system, but shall not be installed at any other location along a roadway. <br />
[[image:903.5.40 option.jpg|right|205px]]<br />
<br />
'''Support.''' A growing number of cities and counties are passing local ordinances to make seat belt usage a primary law in their communities. To promote the use of seat belts a PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE (see assemblies to the right) sign may be installed by MoDOT upon request. <br />
<br />
'''Standard.''' If a city/county has an established primary seat belt ordinance, MoDOT will install PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE signs upon request once a copy of the ordinance has been received. When the PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE is installed they shall be mounted to the right of the city limit sign or the entering county line sign. <br />
<br />
'''Option.''' If insufficient space is available to mount the assembly to the right of these signs, the assembly shall be installed 200 ft. downstream of the city limit or county line signs at the appropriate sign spacing. <br />
<br />
[[image:903.5.54 Seat Belt use.jpg|right|240px]]<br />
<br />
==903.5.41 STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLE Sign (R16-25)==<br />
<br />
[[image:R16-25.jpg|center|thumb|<center>'''R16-25'''</center>|150px]]<br />
<br />
'''Support.''' The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES (R16-25) sign is used to inform motorists of [https://revisor.mo.gov/main/OneSection.aspx?section=304.022&bid=34605&hl= Missouri Revised Statutes 304.022], which requires motorists to drive with caution when approaching stopped emergency vehicles.<br />
<br />
'''Guidance.''' The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES sign should be installed on Interstates entering the state at the state line. The location of the sign should be as close to the state line as possible and placed at the discretion of MoDOT. <br />
<br />
'''Option.''' Additional STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES signs may be installed on U.S. routes entering the state where there are no adjacent interstates and rest areas at the request of the Missouri State Highway Patrol.<br />
<br />
'''Standard.''' Requests for additional signs shall be forwarded to the appropriate district engineer for approval. These signs shall only be installed on divided highways. The installation of this sign shall not interfere with or detract from any other regulatory, warning, or guide sign.<br />
<br />
==903.5.42 Headlight Use Sign (R16-5a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.64)==<br />
<br />
[[image:R16-5.gif|center|thumb|<center>'''R16-5a'''</center>|125px]]<br />
<br />
'''Support.''' The HEADLIGHTS ON WHEN WIPERS ARE REQUIRED (R16-5a) sign, supported by [https://revisor.mo.gov/main/OneSection.aspx?section=307.020 RSMo 307.020] in 2004, were developed to inform motorists of the new law directing them to turn on headlights when wipers are on and during inclement weather. The use of these signs have been discontinued as the law has been in place for more than 15 years and many vehicles come equipped with headlights that turn on when wipers are activated. Existing signs are to be removed at the end of their sign life.<br />
<br />
==903.5.43 Engine Brake Muffler Required Signing ==<br />
<br />
[[image:R5-21b.png|center|thumb|<center>'''R5-21b'''</center>]]<br />
<br />
'''History.''' MoDOT once had a NOISE ORDINANCE ENFORCED policy which was developed to address cities’ requests to install NO JAKE BRAKE signing. These requests were generated when a community experienced excessive noise related to improperly installed/operated engine braking systems on commercial vehicles. Jake brakes, or engine braking systems, are safety features of commercial vehicles. MoDOT was not willing to post signs on state routes which prohibited the use of these safety devices. However, to address the increasing requests for signing, MoDOT did permit the installation of NOISE ORDINANCE ENFORCED signs if a city passed an appropriate ordinance. This program was replaced with the current ENGINE BRAKE MUFFLERS REQUIRED signing in January 2022. This change was designed to address shortcomings of the noise ordinance signing program, which included difficulty in enforcing a noise level and noise ordinances which did not contain language relevant to engine braking noise levels. The current program is based on the direction other states have taken, focusing on the physical equipment on a commercial vehicle which can be more easily inspected and evaluated for deficiencies. This signing program is also targeting the primary concern of excessive noise from engine braking.<br />
<br />
'''Support.''' Commercial vehicles are commonly equipped with an engine braking system. These systems supplement the vehicle’s mechanical brakes aiding in slowing these heavy vehicles safely. These safety systems, when not properly installed, can create excessive noise which many communities find objectionable. MoDOT does not permit regulatory signs which prohibit the use of these safety devices, however, the ENGINE BRAKE MUFFLERS REQUIRED signing conveys to truck drivers they must use these safety devices in an appropriate manner.<br />
<br />
'''Option.''' If a community experiences issues with excessive noise from improperly used and installed engine braking systems on commercial vehicles, they can pass an ordinance and request MoDOT to install ENGINE BRAKE MUFFLERS REQUIRED signing at their city limit sign locations. MoDOT will install and maintain these signs with only a copy of the ordinance for our records, no fee or contract is involved. A jurisdiction can pass an ordinance specifically related to engine braking or include the language as part of another ordinance, such as a noise ordinance. <br />
<br />
'''Standard.''' Before MoDOT will install ENGINE BRAKE MUFFLERS REQUIRED signing, a city must pass an appropriate ordinance which will be approved and kept on file by CO Highway Safety and Traffic. The ordinance shall include the following language:<br />
<br />
:<i>Engine compression braking devices on any commercial vehicle, as defined in Missouri Revised Statute RSMo Section 301.010, may only be used within the city limits of [CITY NAME] if the truck is equipped with an adequate muffler (factory muffler or equivalent aftermarket muffler) which is properly maintained to prevent any excessive or unusual noise. If the truck’s exhaust system is equipped with a muffler cut-off, bypass, or similar device, that device shall not be activated when the engine brake is being utilized. Unmuffled engine braking system shall only be utilized within the city limits by commercial motor vehicles in emergency situations to protect life or property. Engine braking systems on rescue vehicles, city and state vehicles are exempt from this ordinance if used in the performance of official duties.</i><br />
<br />
ENGINE BRAKE MUFFLER REQUIRED signing shall only be installed at the city limit location.<br><br />
ENGINE BRAKE MUFFLER REQUIRED signing shall not be installed on freeways or expressways within the city limits where the posted speed limit is 45 mph or greater due to the critical need for the device at higher speeds.<br />
<br />
Existing NOISE ORDINANCE ENFORCED signs shall be removed at the end of the signs’ service life, with no new NOISE ORDINANCE ENFORCED signs being installed after January 2022.<br />
<br />
Individual sign installation locations can be denied by MoDOT if engineering judgement determines the prohibition would negatively impact safety, such as on long steep grades or abrupt/unexpected approaches to intersections.<br />
<br />
'''Option.''' If the city limit on a freeway or expressway is within a posted speed limit of 45 mph or greater and the posted speed limit on that route drops to 40 mph or less, the ENGINE BRAKE MUFFLER REQUIRED sign may be installed adjacent to the speed limit sign where the speed limit drops below 45 mph.<br />
<br />
At the end of a NOISE ORDINANCE ENFORCED sign’s life, or before, a city may request the new ENGINE BRAKE MUFFLER REQUIRED signing once the appropriate ordinance is passed.<br />
<br />
If there is insufficient space to the right of the city limit sign to place the ENGINE BRAKE MUFFLER REQUIRED sign, it may be installed 200 ft. downstream of the city limit sign.<br />
<br />
==903.5.44 Regulatory Signs For Trash/Dumping (R5-26, R5-28)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
||[[image:R5-18.gif|left|thumb|<center>'''R5-28'''</center>|125px]]<br />
|} <br />
<br />
'''Standard.''' The NO DUMPING sign (R5-28) shall be erected only at locations where the Department of Natural Resources has given us written notice that solid waste is being disposed of on highway right of way. NO MORE TRASH signs (R5-26) are not typically installed along MoDOT roadways. NO MORE TRASH signs (R5-26) should only be installed at commuter lots, rest areas or roadside parks. NO MORE TRASH signs shall only be installed along the roadway if a major liter issue has been identified and the sign is needed for enforcement purposes. Existing NO MORE TRASH signs (R5-26) shall be left in place until they reach the end of their service life.<br />
<br />
==903.5.45 Regulation Signs For Roadside Parks and Commuter Parking Lots (R20-1)==<br />
<br />
[[image:R19-1.gif|center|thumb|<center>'''R20-1'''</center>|175px]]<br />
<br />
'''Support.''' Regulation signs are displayed at MoDOT maintained roadside parks and commuter parking lots to convey the rules and regulations pertaining to each type of facility. <br />
<br />
'''Guidance.''' A minimum of one regulation sign should be installed at each MoDOT maintained roadside park and commuter parking lot, with the sign(s) being installed in centralized location(s) where the sign will be within normal sight of visitors once they leave their vehicles. <br />
<br />
==903.5.46 Rest Area Regulatory Signing (R20-2, R20-3, R20-4)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R20-2.jpg|left|thumb|<center>'''R20-2'''</center>|195px]]||[[image:R19-3.gif|left|thumb|<center>'''R20-3'''</center>|175px]]|| [[image:R19-4.gif|left|thumb|<center>'''R20-4'''</center>|125px]]<br />
|} <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:F1-1.gif|left|thumb|<center>'''F1-1'''</center>|125px]]<br />
||[[image:F1-2.gif|left|thumb|<center>'''F1-2'''</center>|125px]] <br />
||[[image:F1-3.gif|left|thumb|<center>'''F1-3'''</center>|125px]] <br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:F1-4.gif|left|thumb|<center>'''F1-4'''</center>|125px]]||[[image:F1-5.gif|left|thumb|<center>'''F1-5'''</center>|125px]]||<br />
[[image:F1-6.gif|left|thumb|<center>'''F1-6'''</center>|125px]]<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:F1-7.gif|left|thumb|<center>'''F1-7'''</center>|125px]]||[[image:F1-8.gif|left|thumb|<center>'''F1-8'''</center>|125px]]||[[image:F1-9.gif|left|thumb|<center>'''F1-9'''</center>|125px]]||[[image:F1-10.gif|left|thumb|<center>'''F1-10'''</center>|125px]]<br />
|}<br />
<br />
'''Guidance.''' The REST AREA MAINTAINED BY (R20-3) sign should be installed in a prominent area along the entrance ramp to the rest area, preferably in the gore area separating truck / car traffic.<br />
<br />
'''Standard.''' The TRUCKS-CARS (R20-4) sign shall be installed at the gore point inside the rest area to direct various vehicles to the appropriate parking lot. <br />
<br />
A minimum of three REST AREA REGULATIONS (R20-2) signs shall be installed at each rest area.<br />
<br />
The REST AREA MAINTAINED BY (R20-3) sign shall be installed at all rest areas to inform the public who is responsible to maintain the facility prior to the gore point.<br />
<br />
==903.5.47 Passing Lane Signs (R4-28, R4-29)== <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R4-13.gif|left|thumb|<center>'''R4-28'''</center>|125px]] <br />
||[[image:R4-14.gif|left|thumb|<center>'''R4-29'''</center>|125px]] <br />
|}<br />
<br />
'''Support.''' Alternating passing lanes may be provided on rural, two-lane highways to provide motorists with an opportunity to pass slower vehicles without crossing the centerline. Where passing lanes are provided, operations and safety may be improved by giving motorists advance information about the location of passing lanes. Providing motorists with advance notice of passing lanes may reduce the number of passing maneuvers.<br />
<br />
'''Standard.''' The NEXT PASSING LANE X MILES and the END PASSING LANES signs shall be black legend and white background and shall only be used in alternating passing lane sections.<br />
<br />
'''Option.''' The NEXT PASSING LANE X MILES sign (R4-28) should be used beyond the end of the passing lane section to inform motorists of the distance to the next passing lane in the series.<br />
<br />
'''Guidance.''' The END PASSING LANES (R4-29) sign should be used at the end of the alternating passing lane section to inform motorists they have reached the end of the alternating passing lane section.<br />
<br />
==903.5.48 Access Management Signing (R21-1 through R21-5)==<br />
<br />
'''Standard.''' ACCESS MANAGEMENT (R22-1 through R22-5) signs have been discontinued. MoDOT shall no longer provide ACCESS MANAGEMENT (R22-1 through R22-5) signs. Existing ACCESS MANAGEMENT (R22-1 through R22-5) signs shall be left in place until they reach the end of their service life.<br />
<br />
==903.5.49 Trucks and Buses 300 Ft Interval Sign (R4-30)==<br />
<br />
[[image:R4-15.gif|center|thumb|<center>'''R4-30'''</center>|175px]] <br />
<br />
'''Support.''' The TRUCKS AND BUSES (R4-30) sign is used on routes designated as having official weigh stations.<br />
<br />
'''Guidance.''' The TRUCKS AND BUSES (R4-30) sign should be installed on all Interstate, U.S., and State numbered highways near the state lines visible to traffic entering the state. <br />
<br />
'''Option.''' The TRUCKS AND BUSES (R4-30) sign may be installed at locations other than the state line at the discretion of the District Traffic Engineering staff. Overuse of the TRUCKS AND BUSES sign is not recommended. <br />
<br />
==903.5.50 FINES DOUBLED ENDS Sign (R2-20)==<br />
[[image:903.5.67.jpg|center|70px|thumb|<center>'''R2-20'''</center>]]<br />
<br />
'''Support:''' The FINES DOUBLED ENDS (R2-20) sign is not to be used on a system-wide basis. It is part of a signing package intended for special use at locations where severe crashes are occurring. There is a requirement for regional support to focus a safety campaign involving local law enforcement and public information efforts to reduce the number and severity of crashes within the travel safe zone ([[907.3 Travel Safe Zones#907.3.2 Signing|see EPG 907.3.2 Signing]]).<br />
<br />
'''Standard:''' A FINES DOUBLED ENDS sign shall be used to mark the end of a designated travel safe zone. This sign is installed in conjunction with the [[907.3 Travel Safe Zones#907.3.2 Signing|TRAVEL SAFE ZONE – FINES DOUBLED]] (W26-1) sign.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:903 Highway Signing|903.05]]</div>Legged1https://epg.modot.org/index.php?title=File:R5-21b.png&diff=51796File:R5-21b.png2022-08-31T20:42:37Z<p>Legged1: Engine Brake Muffler Required</p>
<hr />
<div>== Summary ==<br />
Engine Brake Muffler Required</div>Legged1https://epg.modot.org/index.php?title=171.6_Roadsides&diff=51782171.6 Roadsides2022-08-24T20:47:00Z<p>Legged1: update links</p>
<hr />
<div>===RDS(A1) Commuter Parking Lots===<br />
Refer to [[:Category:644 Weigh Stations, Rest Areas, Welcome/Information Centers and Commuter Parking Lots|EPG 644 Weigh Stations, Rest Areas, Welcome/Information Centers and Commuter Parking Lots]] for information regarding the design, construction, and maintenance of commuter lots.<br />
<br />
===RDS(A2) Roadside Maintenance Activities by Others===<br />
There are three methods by which non-MoDOT personnel may perform roadside activities on the right of way or on Commission property: by permit, through the [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|Adopt-A-Highway Program]] and through the Growing Together Program. All of these methods require an agreement between MoDOT and the outside party. <br />
<br />
Neighbors should be allowed to mow (without regard to height) the right of way in front of <br />
their property if they feel it will enhance the appearance of their property. Refer to [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].<br />
<br />
===RDS(A3) Wetland Mitigation Areas===<br />
To ensure compliance with state and federal executive orders requiring no net loss of wetlands, MoDOT is responsible for compensating unavoidable wetland impacts through wetland restoration, creation or enhancement. Signs stating "Mitigation Area - Do Not Disturb" are used to identify the boundaries of the mitigation area to protect against disturbance. Refer to [[127.16 Wetland and Stream Mitigation#127.16.1.4 Maintenance|EPG 127.16.1.4 Maintenance]] concerning maintenance of wetland mitigation areas.<br />
<br />
===RDS(A4) Heritage Database Information (HDI)===<br />
Refer to [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].<br />
<br />
===RDS(A5) Underground Utilities===<br />
Utility companies with underground utilities on highway right of way shall be informed when work is planned that will cause a substantial change in grade at the location of the utility. This may involve work such as major slide repair, major slope grading or drainage channel clean out or realignment. (Although [[:Category:142 Missouri One Call System|One Call]] should be notified, this action alone does not ensure all utilities will be notified).<br />
<br />
==171.6.1 Programs==<br />
<br />
===RDS(B1) [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|Adopt-A-Highway]]===<br />
MoDOT establishes and maintains an ongoing cooperative program that encourages individuals, groups and organizations to become involved in litter pickup, mowing and/or beautification of roadside areas. Refer to [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|EPG 824 Adopt-A-Highway and Sponsor-A-Highway Programs]] for additional information and guidance. <br />
<br />
See [http://www.sos.mo.gov/adrules/csr/current/7csr/7c10-14.pdf 7 CSR 10-14.010 - 14.050, Adopt-A-Highway Program]. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.<br />
<br />
[[image:171.6.1.jpg|right|375px]]<br />
===RDS(B3) Growing Together Program===<br />
MoDOT cooperates with state and local government groups as well as private groups interested in developing extensive plantings on right of way designed to enhance the appearance of state highways and neighboring communities. Contact the [http://sharepoint/systemdelivery/MT/SitePages/Roadsides.aspx Roadside Section] in the Central Office for assistance. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.<br />
<br />
===RDS(B4) Incarcerated Personnel===<br />
Incarcerated personnel are used to improve the roadside environment by undertaking work that is above and beyond normal highway beautification efforts. The intent is to accomplish labor intensive projects not normally accomplished by routine maintenance crews or construction contracts. Refer to [[:Category:823 Incarcerated Personnel Work Release Program|EPG 823 Incarcerated Personnel Work Release Program]] for information.<br />
<br />
==171.6.2 Rest Areas and Roadside Parks==<br />
===RDS(C1) Dispensing Free Refreshments===<br />
Groups and organizations are permitted to use rest areas and roadside parks to dispense coffee and other nonalcoholic refreshments for the sole purpose of encouraging motorists to take safety breaks during a holiday trip. <br />
<br />
All activities must be confined within the rest area or park boundary and away from drives <br />
and ramps used for the movement of vehicles. Signing for this activity is provided by <br />
MoDOT and organization signs are limited to a small identification sign at the table or <br />
vehicle used to dispense refreshments.<br />
<br />
Refreshments offered to the traveling public must be free. Donations and contributions for any cause shall not be permitted.<br />
<br />
===RDS(C2) Rest Area Drinking Water===<br />
Refer to [[127.25 Maintenance Environmental Policies#127.25.3.2 Rest Area Drinking Water|EPG 127.25.3.2 Rest Area Drinking Water]] concerning information about rest area drinking waters.<br />
<br />
===RDS(C3) Rest Area Sewage Control===<br />
Refer to [[127.25 Maintenance Environmental Policies#127.25.3.1 Rest Area Lagoon|EPG 127.25.3.1 Rest Area Lagoon]] concerning information about rest area lagoons. <br />
<br />
===RDS(C4) Roadside Park Requirements===<br />
State highway right of way cannot be used for roadside park purposes. Roadside parks are not planned as local parks or overnight camping areas and are not built with toilets, water or electrical supply. <br />
<br />
All roadside parks must be approved by the Commission.<br />
<br />
===RDS(C5) Vending===<br />
No vending is allowed in rest areas or on state highway right of way except for vending machines installed by agreement or permit. By law, the Department of Social Services, Division of Family Services, Rehabilitation Services for the Blind has been granted authority to govern and regulate vending in rest areas. When such authority is declined, MoDOT shall develop an agreement or issue a permit with another appropriate agency, organization or association to govern and regulate the vending. <br />
<br />
If the Department of Social Services, Division of Family Services, Rehabilitation Services for the Blind elects to assume the authority granted by law to govern and regulate vending assigned to another agency, organization or association, the existing agreements or permits shall be terminated.<br />
<br />
MoDOT reserves the right to remove any vending machine from a rest area at vendors cost, if the machine is installed or maintained in violation of established agreements.<br />
<br />
==171.6.3 Structures==<br />
<br />
===RDS(D1) [[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way|Right of Way Encroachments]]===<br />
State law allows the commission to prohibit encroachments on state right of way. Right of way encroachment is defined as the placement and/or maintenance of unauthorized items, or the performance of unauthorized activities, on or extending over onto state right of way. Unauthorized items and activities include but are not limited to:<br />
<br />
:{|<br />
|-<br />
!align="center"|Items|| !!align="center"|Activities<br />
|-<br />
|Signs (political, garage sale, etc.)|| ||Vehicle parking in restricted areas<br />
|-<br />
|Display materials (streamers, balloons, banners)|| ||Vending<br />
|-<br />
|Trash containers|| ||Excavation<br />
|-<br />
|Fences || ||Construction<br />
|}<br />
<br />
All encroachments that pose a safety hazard to MoDOT personnel or the traveling public shall be addressed immediately. If the encroachment posing a safety hazard is an unauthorized item or activity and can be removed, it shall be removed immediately. <br />
<br />
Unauthorized encroachment items removed from the right of way should be stored at the <br />
nearest maintenance facility; unclaimed items may be properly disposed after 30 days.<br />
<br />
For permanent encroachments involving construction on the right of way, a written notice shall be sent to the owner by the district engineer. If the encroachment is not removed in a timely manner, a “Notice to Remove Encroachment,” including a deadline for removal shall be sent to the owner by the district engineer. If the encroachment is not removed by the specified deadline, the district engineer shall refer the matter to the [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel’s Office] for legal action. Sample encroachment notice letters and encroachment removal letters are available from the State Maintenance Engineer.<br />
<br />
Permanent encroachments where the owner cannot be identified shall be removed as soon as possible.<br />
<br />
Encroachments that do not pose an immediate safety hazard to MoDOT personnel or the traveling public shall be removed prior to beginning a maintenance activity on the route. However, encroachments may be removed more frequently at the discretion of the [http://www.modot.org/bolderfiveyeardirection/documents/FINAL_AEonepagesummary.pdf Area Engineer]. Encroachment removals can be coordinated with litter pickup and other maintenance work such as mowing, edge-rut repairs, crack sealing, etc.<br />
<br />
Single-use items generally made of paper and cardboard can be disposed of immediately without notice. Professionally made or reusable items should be stored at the nearest maintenance facility; unclaimed items may be properly disposed after 30 days.<br />
<br />
Any holiday decorations placed on or across the state right of way must have a permit signed by personnel designated by the district engineer.<br />
<br />
All actions regarding encroachments should be timely and fair. <br />
<br />
[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20of%20Encroachment.docx?d=w4695b359b8a1465aa9650be17ef5442e&csf=1&web=1&e=De9Elh Notice of Encroachment RDS(D1)A]<br />
<br />
[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20To%20Remove%20Encroachment.docx?d=w3e8d3c973f654d89aa8ff79b001ba6f9&csf=1&web=1&e=8tDzUH Removal Notice RDS(D1)B]<br />
<br />
[[media:140.1 Keep Unauthorized.pdf|Unauthorized Items off Roadsides Flier]]<br />
<br />
===[[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.2 Monuments, Maintenance Policy RDS(D2)|RDS(D2) Monuments]]===<br />
MoDOT permits approved organizations (State Historical Society of Missouri, Federated Garden Clubs of Missouri and the Daughter's of the American Revolution) to place markers at approved locations along highways within the bounds of rest areas, roadside parks or turnouts. These markers are located for the purpose of honoring service men and women who served in a particular war or to designate points of historical interest. <br />
<br />
Placement of markers and tablets requires Commission approval.<br />
<br />
Additional information is available from the [http://sharepoint/systemdelivery/MT/SitePages/Roadsides.aspx Roadside Section] in the Central Office.<br />
<br />
==171.6.4 Vegetation Management==<br />
<br />
===RDS(E1) Billboard Visibility===<br />
Refer to [[236.16 Outdoor Advertising#236.16.8 Vegetation Removal|EPG 236.16.8 Vegetation Removal]] concerning the management of vegetation around billboards. <br />
<br />
===RDS(E2) Crops on Right of Way===<br />
Refer to [[822.7 Hay and Other Crops on the Right of Way|EPG 822.7 Hay and Other Crops on the Right of Way]]. <br />
<br />
===RDS(E3) Hay Harvesting on Right of Way===<br />
Refer to [[822.7 Hay and Other Crops on the Right of Way|EPG 822.7 Hay and Other Crops on the Right of Way]].<br />
<br />
===RDS(E4) Herbicides===<br />
Refer to [[:Category:821 Herbicides and Roadsides|EPG 821 Herbicides and Roadsides]]. <br />
<br />
===RDS(E5) Mowing===<br />
Refer to [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].<br />
<br />
===RDS(E6) Noxious Weed Control===<br />
Refer to [[821.18 Noxious Weeds|EPG 821.18 Noxious Weeds]]. <br />
<br />
===RDS(E7) Plant Collection from Right of Way===<br />
No person shall dig or remove any plants or plant parts from any real property of the Commission or the right of way of any state highway or roadway without permission. Special permits covering the collection of plants and plant parts from highway right of way may be issued by MoDOT. Provided that such plants or plant parts are not offered for sale, the collection of seeds, fruits, nuts, berries, edible wild greens or flowering parts of plants, or the occasional collection of plants for the purposes of scientific research or education may be permitted. <br />
<br />
Under special circumstances, MoDOT can write a permit, to collect and sell plants or plant parts from right of way. Contact the [http://sharepoint/systemdelivery/MT/SitePages/Roadsides.aspx Roadside Section] for information. <br />
<br />
===RDS(E8) Roadside Burning===<br />
Refer to [[127.25 Maintenance Environmental Policies#127.25.8.1 Open Burning|EPG 127.25.8.1 Open Burning]] for information pertaining to the open burning of materials on MHTC property. <br />
<br />
===RDS(E9) [[822.11 Maintenance Planning Guidelines for Tree Removal|Tree Removal]]===<br />
Trees located on Missouri Highways and Transportation Commission (MHTC) property are considered state property. Trees on MHTC property that are dead, diseased, deformed or storm damaged, have the potential to create a safety hazard to MHTC personnel as well as the traveling public. Efforts should be made to minimize the potential hazard. <br />
<br />
Utility companies should be contacted prior to removing trees under or near utility lines, for possible assistance or removal by their crews. Commercial arborists may be obtained on an agreed price basis for removal of large trees especially where there is a possibility of damage to private property.<br />
<br />
Tree trunks and tree limbs may be cut up by department personnel and hauled back to the maintenance building for use as firewood at the maintenance building, or stockpiled at the maintenance site, and ultimately sold per General Services policies concerning the disposal of surplus property. A copy of the [http://sharepoint/support/CC/CCO%20Contracts/GS_-_General_Services/Bills_of_Sale/GS22_Bill_of_Sale-_Generic.docx “GS22 Bill of Sale – Generic”] for the tree trunks and tree limbs sold as surplus property shall be maintained by MoDOT in accordance with the policies pertaining to surplus property disposal.<br />
<br />
Tree trunks and tree limbs may be cut into manageable lengths (not less than 2 ft. long and not more than 6 ft. long) and left on the adjacent property owners property at the right of way line for use by the adjacent property owner provided the adjacent property owner has expressed a desire to use the wood. The adjacent property owner shall obtain access to the wood from their own property. The adjacent property owner shall not utilize MHTC right of way to gain access to the wood.<br />
<br />
Root-balls associated with tree removals are not considered to be clean fill according to the Missouri Department of Natural Resources. Therefore, root-balls shall not be buried. They may be hauled off to a demolition landfill, or they may be ground up using a tub grinder.<br />
<br />
Any burning of tree trunks, tree limbs, or root-balls on the right of way shall be done <br />
according to the [[127.25 Maintenance Environmental Policies#127.25.8.1 Open Burning|EPG 127.25.8.1 Open Burning]].<br />
<br />
Tree stumps anywhere on the right of way shall be cut flush or below ground level. Treatment of tree stumps to prevent re-growth shall be in accordance with [[:Category:821 Herbicides and Roadsides|EPG 821 Herbicides and Roadsides]].<br />
<br />
Personnel engaged in the removal of dead, diseased, deformed, or storm damaged, trees shall be trained in the safe operation of chainsaws and other tree trimming devices. <br />
<br />
Personnel must also be familiar with the applicable safety guidelines as set forth in <br />
[http://lnapp1/RI/RIManual.NSF/SHToC?OpenView MoDOT's Safety Policies, Rules & Regulations].<br />
<br />
MoDOT staff shall be in compliance with Personnel Policy # 2700 – Ethical Conduct when disposing of tree trunks and tree limbs. Also, staff should comply with the U.S. Fish and Wildlife Service concerning protection of Indiana bat tree habitat. Questions regarding Indiana bat trees should be directed to [http://sharepoint/sites/de/environmental_historic_pres/SitePages/Home.aspx the Environmental Section] of Design.<br />
<br />
Trees associated with construction projects shall be managed according to the conditions <br />
contained in the contract documents.<br />
<br />
===RDS(E11) National Forest Lands===<br />
MoDOT shall coordinate with the Forest Service all maintenance activities which involve additional clearing, slash disposal, chemical control of vegetation, disposal of slough material, changes in road drainage patterns, materials source and storage and similar actions which involve highways through National Forest lands. The Forest Service will assist MoDOT with matters related to equipment parking, material storage, material sources, and designated slough and slide material disposal areas as well as advising the department of any activities that have an impact on highway maintenance.<br />
<br />
[[category:171 Maintenance Policy and Operations|171.06]]</div>Legged1https://epg.modot.org/index.php?title=Category:140_Encroachments_and_Items_Permitted_on_MoDOT%E2%80%99s_Right_of_Way&diff=51781Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way2022-08-24T20:36:00Z<p>Legged1: update links</p>
<hr />
<div>[[image:140 Items.jpg|right|450px]]<br />
==140.1 Right of Way Encroachments, Maintenance Policy RDS(D1)==<br />
<br />
State law allows the Commission to prohibit encroachments on state right of way. Right of way encroachment is defined as the placement and/or maintenance of unauthorized items, or the performance of unauthorized activities, on or extending over onto state right of way. Unauthorized items and activities include but are not limited to:<br />
{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="290px" align="right" <br />
|-<br />
|<center>'''Forms'''</center><br />
|-<br />
|[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20of%20Encroachment.docx?d=w4695b359b8a1465aa9650be17ef5442e&csf=1&web=1&e=PotyQ5 Notice of Encroachment RDS(D1)A]<br />
|-<br />
|<br />
[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20To%20Remove%20Encroachment.docx?d=w3e8d3c973f654d89aa8ff79b001ba6f9&csf=1&web=1&e=cD05xY Removal Notice RDS(D1)B]<br />
|-<br />
|<center>'''Flier'''</center><br />
|-<br />
|[[media:UnauthorizedItemsoffRoadsidesFlier_2021.pdf|Unauthorized Items off Roadsides Flier]]<br />
|}<br />
<br />
'''Items: '''<br />
::- Signs (political, garage sale, etc.) <br />
::- Display materials (streamers, balloons, banners) <br />
::- Trash containers<br />
::- Fences<br />
<br />
'''Activities: '''<br />
::- Vehicle parking in restricted areas<br />
::- Vending<br />
::- Excavation<br />
::- Construction<br />
<br />
All encroachments that pose a safety hazard to MoDOT personnel or the traveling public shall be addressed immediately. If the encroachment posing a safety hazard is an unauthorized item or activity and can be removed, it shall be removed immediately. <br />
<br />
Unauthorized encroachment items removed from the right of way should be stored at the nearest maintenance facility; unclaimed items may be properly disposed of after 30 days.<br />
<br />
For permanent encroachments involving construction on the right of way, a written notice shall be sent to the owner by the district engineer. If the encroachment is not removed in a timely manner, a [http://sp/sites/mt/roadsides/_layouts/15/WopiFrame.aspx?sourcedoc={073BF584-812B-4F84-8DFD-02EA22F1AC16}&file=Notice%20To%20Remove%20Encroachment.docx&action=default&DefaultItemOpen=1 Notice to Remove Encroachment], including a deadline for removal, shall be sent to the owner by the district engineer. If the encroachment is not removed by the specified deadline, the district engineer shall refer the matter to the [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel’s Office] for legal action. Sample encroachment notice letters and encroachment removal letters are available from the State Maintenance Engineer.<br />
<br />
Permanent encroachments where the owner can not be identified shall be removed as soon as possible.<br />
<br />
Encroachments that do not pose an immediate safety hazard to MoDOT personnel or the traveling public shall be removed prior to beginning a maintenance activity on the route. However, encroachments may be removed more frequently at the discretion of the Area Engineer. Encroachment removals can be coordinated with litter pickup and other maintenance work such as mowing, edge-rut repairs, crack sealing, etc.<br />
<br />
Single-use items generally made of paper and cardboard can be immediately disposed without notice. Professionally made or reusable items should be stored at the nearest maintenance facility; unclaimed items may be properly disposed after 30 days.<br />
<br />
Any holiday decorations placed on or across the state right of way must have a permit signed by personnel designated by the district engineer.<br />
<br />
All actions regarding encroachments should be timely and fair.<br />
<br />
Placement of markers and tablets requires approval. Additional information is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
==140.2 Monuments, Maintenance Policy RDS(D2)==<br />
MoDOT permits approved organizations (State Historical Society of Missouri, Federated Garden Clubs of Missouri and the Daughter's of the American Revolution) to place markers at approved locations along highways within the bounds of rest areas, roadside parks or turnouts. These markers are located for the purpose of honoring service men and women who served in a particular war or to designate points of historical interest. <br />
[[image:140.2.1.jpg|right|180px]]<br />
Placement of markers and tablets requires [[:Category:100 GENERAL#100.1 Construction Inspection Guidelines for MoDOT Organization and Committees|Commission]] approval.<br />
<br />
===140.2.1 Blue Star Markers===<br />
<br />
The Blue Star Memorial Highway is a plan conceived by the National Council of State Garden Clubs to create a living tribute to the men and women who served in the Armed Forces during World War II. Blue Star Memorial Highways are sponsored by the Federation of Garden Clubs in cooperation with MODOT.<br />
<br />
Routes 36, 50, 6 and interstates 44 and 70 have been designated by Commission action as routes on which Blue Star Markers may be installed.<br />
<br />
:'''1)''' Markers are furnished by the Federated Garden Clubs of Missouri, Inc.<br />
<br />
:'''2)''' Markers may be installed in roadside parks or interstate rest areas, but not on operating right of way.<br />
<br />
:'''3)''' Markers are to be erected by MoDOT<br />
<br />
:'''4)''' MoDOT will provide maintenance for small problems associated with these markers<br />
<br />
:'''5)''' Major repairs items are the responsibility of the Federated Garden Clubs of Missouri, Inc.<br />
<br />
===140.2.2 State Historical Society Markers===<br />
On November 1952, the Commission entered into an agreement with the Missouri Historical Society for the erection of markers along the highways of Missouri at points of great historic interest. The signs are generally located in a rest area, roadside park or at a specific location of historical interest.<br />
<br />
The signs state “Erected by State Historical Society of Missouri and the Missouri Highways and Transportation Commission” at the bottom of the sign. The signs are to be provided by the State Historical Society.<br />
<br />
'''Maintenance Responsibilities'''<br />
<br />
Both signs on the right of way and off the right of way are to be maintained by the department. District Maintenance forces are responsible for the installation, inspection and maintenance of Sate Historical Markers. The signs should be regularly inspected for any needed repair or maintenance. Minor maintenance and cleaning should be performed as needed. If the sign and/or posts are beyond repair and need replacement, the district shall contact the State Historical Society of Missouri. The society should be informed of the situation and what materials need to be replaced. It will be their responsibility to decide if the repairs will be made or if the monument should be removed.<br />
<br />
The State Historical Society is also responsible for any major repair items such as replacement of the sign, post or pedestal. This will include supplying the materials needed for the repair.<br />
<br />
===140.2.3 Daughters of the American Revolution===<br />
The Daughters of the American Revolution (DAR) has placed various markers along highways throughout the state to designate the Boone’s Lick Trail, Sante Fe Trail and other historical events. MoDOT will routinely maintain the markers and will repair and replace them with the necessary parts provided by others. The local chapter of DAR should be contacted if extraordinary maintenance or relocation of the marker becomes necessary. A list of DAR markers in place is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division].<br />
<br />
==140.3 Guidelines for Installation of Banners on Lighting Poles==<br />
<br />
Banners may be allowed on MoDOT right of way if the following conditions are met: <br />
<br />
:* All requests shall come from a city or a county <br />
:* The city or county shall be responsible for installing and maintaining the banners by MoDOT permit <br />
:* The requestor of the banners shall certify with a structural analysis, stamped by a Missouri Professional Engineer, that banners installed on MoDOT light poles will not be overstressed according to the latest AASHTO specifications <br />
:* A structural analysis shall be performed for each MoDOT light pole type that the banners will be attached to <br />
:* If a banner is to be installed on a pole that is not owned or maintained by MoDOT, a letter shall be required from the owner of the pole (i.e. the utility company) stating it is okay to install the banner <br />
:* The banners shall not contain advertisements of any kind <br />
:* Sponsorships are restricted to city or county names and/or logo only. Other sponsorships may be allowed with a Growing Together agreement <br />
:* The banner message shall comply with all state and federal laws and be devoid of any website address <br />
:* Electrified displays shall not be allowed on banners or light poles, and <br />
:* The requester shall remove the banners once the banners begin to deteriorate or look bad, as deemed by MoDOT. <br />
<br />
Banners shall not be installed on: <br />
:* Traffic signal heads and supports <br />
:* Any [[903.5 Regulatory Signs|regulatory]], guide or [[903.6 Warning Signs|warning]] sign <br />
:* [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Changeable message signs]] <br />
:* Traffic control device posts or structures <br />
:* Any site where the banner would obscure the ability of a driver to detect and understand existing traffic control devices, or <br />
:* Poles located on the interstate system. <br />
[[image:140.3.jpg|right|300px|thumb|<center>'''Growing Together banners must be attached to a street light pole''']]<br />
Any banners that are not in compliant with this policy shall be removed either by the owner of the banner or by MoDOT. If the owner of the banner is working with MoDOT to get the banners in compliance, the non-compliant banners may be left in place until a structural analysis or a Growing Together agreement is completed. <br />
<br />
As stated above, banners shall not contain advertisements. However, sponsorships other than city or county names or logos may be allowed. In order for a banner program to be able to include other sponsorships, the banner requestor shall enter into a Growing Together program agreement with MoDOT. With this program, MoDOT will allow banners with sponsorships as an alternative to the standard GROWING TOGETHER sign in return for a beautification project or other benefit to the highway system. Projects may include mowing, planting of flowers/shrubs, snow plowing, building of sidewalks, etc. or any combination of these. Each sponsor shall only be allowed one banner or pair of banners per direction of travel. The sponsorship shall be devoid of logos, slogans or directions and will all use a standard font. The Growing Together logo shall also be incorporated into the banner. For more information about the Growing Together program, contact the Roadsides section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division]. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.</div>Legged1https://epg.modot.org/index.php?title=620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)&diff=51780620.2 Pavement and Curb Markings (MUTCD Chapter 3B)2022-08-24T16:05:35Z<p>Legged1: update link</p>
<hr />
<div>[[image:620.2.jpg|right|400px]]<br />
<br />
==620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)==<br />
<br />
'''Standard.''' Centerline pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.<br />
<br />
'''Option.''' Centerline pavement markings may be placed at a location that is not the geometric center of the roadway.<br />
<br />
'''Standard.''' The centerline markings on two-lane, two-way roadways shall be one of the following as shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]]:<br />
:A. Two-direction passing zone markings consisting of a normal broken yellow line where crossing the centerline markings for passing with care is permitted for traffic traveling in either direction;<br />
:B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal broken yellow line and the other is a normal solid yellow line where crossing the centerline markings for passing with care is permitted for the traffic traveling adjacent to the broken line, but is prohibited for traffic traveling adjacent to the solid line; or<br />
:C. Two-direction no-passing zone markings consisting of two normal solid yellow lines where crossing the centerline markings for passing is prohibited for traffic traveling in either direction.<br />
<br />
A single solid yellow line shall not be used as a centerline marking on a two-lane roadway.<br />
<br />
The centerline markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic shall be the two-direction no-passing zone markings consisting of a solid double yellow line separated by 4 in. as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]].<br />
<br />
See [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|Widths and Patterns of Longitudinal Pavement Markings]] for line patterns.<br />
<br />
'''Option.''' Centerline marking combinations may be accomplished using a 2 line or 3 line system.<br />
<br />
'''Standard.''' Those routes that currently are marked using a 3 line system, for centerline markings shall be maintained using the same system until such time as the line is obliterated.<br />
<br />
On those routes that are receiving a 2 line system on only part of the route, the break between the 2 line and 3 line systems shall be at an appropriate transition point.<br />
<br />
'''Option.''' The transition point between a 2 line and 3 line system may be a controlled intersection, railroad crossing, or the leading edge of a bridge deck.<br />
[[image:620.2.1.jpg|right|350px|thumb|<center>'''A striping vehicle from the 1930s. The extended front functioned like a long scope, helping the driver stay true so the paint could be placed accurately. '''</center>]]<br />
<br />
'''Guidance.''' After the centerline is obliterated from the entire route, or a significant portion of the route, it should be replaced using the 2 line systems.<br />
<br />
On two-way roadways with three through lanes for moving motor vehicle traffic, two lanes should be designated for traffic in one direction by using one- or two-direction no-passing zone markings as shown in [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].<br />
<br />
'''Standard.''' Centerline markings shall be placed on all paved roads that have traveled ways 18 ft. or wider. Centerline markings shall also be placed on all paved two-way streets or highways that have three or more lanes for moving motor vehicle traffic.<br />
<br />
'''Guidance.''' Engineering judgment should be used in determining whether to place centerline markings on traveled ways that are narrower than 18 ft. because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support centerline markings.<br />
<br />
'''Standard.''' Diversion bubbles shall be marked using 2 solid yellow lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions, and each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as cross-hatching inside the bubble, if used, shall also be yellow in color (See [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]).<br />
<br />
'''Guidance.''' The taper length of transition zones should not be less than taper length calculated using the equations L = S x W or L = WS<sup>2</sup>/60 as defined in [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings]]. Installation of these markings should conform to the established general patterns.<br />
<br />
==620.2.2 No-Passing Zone Pavement Markings and Warrants (MUTCD Section 3B.02)==<br />
<br />
'''Standard.''' No-passing zones shall be marked by either the one direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described previously and shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]] and [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].<br />
<br />
When centerline markings are used, no-passing zone markings shall be used on two-way roadways at lane reduction transitions (see [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings (MUTCD Section 3B.09)]]) and on approaches to obstructions that must be passed on the right (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|Approach Markings for Obstructions (MUTCD Section 3B.10)]]).<br />
<br />
On two-way, two- or three-lane roadways where centerline markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.<br />
<br />
On roadways with centerline markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum necessary for reasonably safe passing at the 85th-percentile speed or the posted or statutory speed limit, whichever is higher, as shown in [[#Table 620.2.2.1|Table 620.2.2.1 Minimum Passing Sight Distances]]. The passing sight distance on a vertical curve is the distance at which an object 3.5 ft. (above the pavement surface can be seen from a point 3.5 ft. above the pavement (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves). Similarly, the passing sight distance on a horizontal curve is the distance measured along the centerline (or right-hand lane line of a three-lane roadway) between two points 3.5 ft. above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves).<br />
<br />
'''Guidance.''' Where the distance between successive no-passing zones is less than 400 ft., no-passing markings should connect the zones.<br />
<br />
No passing zones should also be provided for a distance of 120 ft. in advance of intersections requiring traffic to stop, including intersections controlled by either stop signs or signals.<br />
<br />
'''Standard.''' Where the no passing zone crosses a speed limit boundary, such as at city limits, the no passing zone shall be logged using the criteria for that section of roadways based on the posted speed limit or 85th percentile speed, whichever is greater only if there is a sufficient length of roadway to warrant this change.<br />
<br />
No-passing zone markings shall be used on approaches to highway-rail grade crossings in conformance with [http://mutcd.fhwa.dot.gov/index.htm MUTCD Section 8B.27]. The minimum length of a no-passing zone on a railroad crossing approach shall be 500 feet. <br />
<br />
'''Option.''' In addition to pavement markings, no-passing zone signs (see [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|DO NOT PASS Sign]] and [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|PASS WITH CARE Sign]]) may be used to emphasize the existence and extent of a no-passing zone. The approval of the State Traffic Engineer is required before signs are used to enhance no-passing zones.<br />
<br />
'''Support.''' Section 11-307 of the “Uniform Vehicle Code (UVC) Revised” contains further information regarding no-passing zones. The “UVC” can be obtained from the [http://www.ncutlo.org/ National Committee on Uniform Traffic Laws and Ordinances].<br />
<br />
'''Guidance.''' The centerline marking on multi-lane, undivided roadways with 4 or more lanes should be marked using 2 solid yellow lines, 4 in. wide and separated by a minimum of 4 inches.<br />
<br />
<div id="Fig. 620.2.2.0.1"></div><br />
[[Image:620.2.2.0.1 3B1.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-1)'''</center>]]<br />
<br />
<br />
<div id="Fig. 620.2.2.0.2"></div><br />
[[Image:620.2.2.0.2 3B2.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.2, Examples of Four-or-more-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-2)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.0.3"></div><br />
[[Image: Fig. 620.2.2.0.3.jpg|thumb|center|700px|<Center>'''Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.0.4"></div><br />
[[Image:620.2.2.0.4 3B3.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-3)'''</center>]]<br />
<br />
<br />
'''Standard.''' In no case shall a no passing zone be less than 500 ft. long. If the calculated no passing zone is less than 500 ft., an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.<br />
<br />
On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone shall be provided in the center lane as shown in [[903.16 Typical Signing Applications#Figure 903.16.24 Typical Signing for Passing Lanes|Figure 903.16.24 Typical Signing for Passing Lanes]]. A lane transition shall be provided at each end of the buffer zone.<br />
<br />
The buffer zone shall be a flush median island formed by two sets of double yellow centerline markings that are at least 50 ft. long.<br />
<br />
'''Guidance.''' For three-lane roadways having a posted or statutory speed limit of 45 mph or greater, the lane transition taper length should be computed by the formula L = WS for speeds in mph. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS<sup>2</sup>/60 for speeds in mph should be used to compute taper length. Under both formulas, L equals the taper length in feet, W equals the width of the center lane or offset distance in feet, and S equals the 85th-percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Standard.''' The minimum lane transition taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.<br />
<br />
When used to delineate between climbing lanes on long grades, a no passing zone shall be provided on the taper as well as a distance of 1/2 the taper length in advance of and following the taper.<br />
<br />
'''Guidance.''' The tangent line should not extend beyond the right-of-way line. Consideration should be given to vegetation or any other seasonal variations when determining the locations of no passing zones (see [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]]).<br />
<br />
When performing a speed study, an attempt should be made to complete a minimum of 1 study per 10-mile section of roadway, each at a typical section of the roadway. This spacing may vary depending on the degree of uniformity, varying geometrics, cross sections, and roadside development. Generally, the criteria determined for a route should be consistent throughout its entire length, without fluctuation due to short changes in terrain that could produce lower speeds. Substantial sections of roadway that have been reconstructed and thereby provide an increased prevailing speed, should be considered independently of the overall route.<br />
<br />
'''Support.''' The beginning of a no-passing zone at point “a” in [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]] is that point where the sight distance first becomes less than that specified in [[#Table 620.2.2.1|Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings]]. The end of the no-passing zone at point “b” in Fig. 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves is that point at which the sight distance again becomes greater than the minimum specified.<br />
<br />
The values of the minimum passing sight distance that are shown in Table 620.2.2.1 are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design by AASHTO's ''A Policy on Geometric Design of Highways and Streets''. <br />
<br />
'''Guidance.''' The lane delineation between the climbing lanes provided on long grades, and the descending lane, should be accomplished using centerline markings. In these cases, if the conditions are adequate, a passing zone should be provided for traffic traveling in the single, down grade, lane. A no passing zone should be provided for the length of the climbing lanes for traffic traveling up grade. The up grade climbing lanes should be delineated from each other using a white broken line (see [[#Fig. 620.2.9.2|Fig. 620.2.9.2 Standard Pavement Markings for Climbing Lanes]]).<br />
<br />
===620.2.2.1 Establishing and Recording No Passing Zones===<br />
<br />
'''Standard.''' The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, who's eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.<br />
<br />
'''Guidance.''' The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.<br />
<br />
'''Option.''' Once determined, the beginning and end of no passing zones may be marked on the pavement by using an aerosol spray paint or a paint brush.<br />
<br />
<div id="Table 620.2.2.1"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=700px align="center"<br />
|+ '''Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings (MUTCD Table 3B-1)'''<br />
! style="background:#BEBEBE"| 85th Percentile of Posted or Statutory Speed Limit (mph) !! style="background:#BEBEBE"| Minimum Passing Sight Distance (ft.) <br />
|-<br />
|25||500<br />
|-<br />
| 30 || 500 <br />
|-<br />
| 35 || 550 <br />
|-<br />
| 40 || 600 <br />
|-<br />
| 45 || 700 <br />
|-<br />
| 50 || 800 <br />
|-<br />
| 55 || 900 <br />
|-<br />
| 60 || 1,000 <br />
|-<br />
| 65 || 1,100 <br />
|-<br />
| 70 || 1,200 <br />
|}<br />
<br />
===620.2.2.2 Centerline Markings On Bridges===<br />
<br />
'''Standard.''' The centerline markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.<br />
<br />
Centerline markings shall not be placed on one lane bridges. When dealing with this type of bridge, the centerline markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving centerline marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)|Edgeline Pavement Markings]]).<br />
<br />
<div id="Fig. 620.2.2.2.1"></div><br />
[[Image:620.2.2.2.1 3B4.jpg|thumb|center|780px|<center>'''Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves (MUTCD Fig. 3B-4)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.2"></div><br />
[[Image:620.2.2.2.2 3B5.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.2, Example of Application of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane (MUTCD 3B-5)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.3"></div><br />
[[Image:620.2.2.2.3 3B6.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.3, Example of Reversible Lane Marking Application (MUTCD 3B-6)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.4"></div><br />
[[Image:620.2.2.2.4 3B7.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)'''</center>]]<br />
<br />
==620.2.3 Other Yellow Longitudinal Pavement Markings (MUTCD Section 3B.03)==<br />
<br />
'''Standard.''' If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal broken yellow line and a normal solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#Fig. 620.2.2.2.4|Example of Two-Way, Left-Turn Marking Applications]]. <br />
<br />
White two-way left-turn lane-use arrows shall be used to indicate the proper use of these lanes. The left turn arrows shall be installed in pairs, one arrow per direction.<br />
<br />
'''Option.''' Additional signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. Two way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|Two-Way Left-Turn Lanes]].<br />
<br />
'''Guidance.''' The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (See [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]) on the route containing this type of lane.<br />
<br />
Signs should be used in conjunction with the two-way left turn markings (see [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.15_Two-Way_Left_Turn_Only.2FCenter_Lane_Only_Signs_.28R3-9a.2C_R3-9b.29.28MUTCD_Section_2B.24.29 TWO-WAY LEFT TURN ONLY/CENTER LANE ONLY Signs]).<br />
<br />
'''Standard.''' If a continuous flush median island formed by pavement markings separating travel in opposite directions is used, two sets of double solid yellow lines shall be used to form the island as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Examples of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane]]. Other markings in the median island area shall also be yellow, except crosswalk markings which shall be white (see [[#620.2.18 Crosswalk Markings (MUTCD Section 3B.18)|Crosswalk Markings]]).<br />
<br />
'''Option.''' Markings may be used to form islands as shown in [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3 Marking for Median Islands for Left Turn Bays]].<br />
<br />
==620.2.4 White Lane Line Pavement Markings and Warrants (MUTCD Section 3B.04)==<br />
<br />
'''Standard.''' When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.<br />
<br />
Lane line markings shall be used on all freeways and interstate highways.<br />
<br />
Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel, except as required for reversible lanes. <br />
<br />
'''Guidance.''' Lane line markings should also be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings. <br />
<br />
The lane width delineated by lane line pavement markings should not be less than 10 ft., with 12 ft. as the standard dimension.<br />
<br />
'''Standard.''' White lane line, intermittent pavement markings on new concrete pavements shall be enhanced by the use of contrast markings.<br />
<br />
'''Support.''' Examples of lane line markings are shown in the following figures:<br />
<br />
:[[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications (MUTCD 3B-2)]]<br />
<br />
:[[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]<br />
<br />
:[[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD 3B-3)]]<br />
<br />
:[[#Fig. 620.2.2.2.3|Fig. 620.2.2.2.3, Examples of Reversible Lane Marking Application (MUTCD 3B-6)]]<br />
<br />
:[[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)]]<br />
<br />
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.7|Fig. 620.2.7, Edgeline Striping for At Grade Intersections]]<br />
<br />
:[[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1, Examples of Applications for Lane-Reduction Transition marking (MUTCD 3B-14)]]<br />
<br />
:[[#Fig. 620.2.9.2|Fig. 620.2.9.2, Standard Pavement markings for climbing Lanes]]<br />
<br />
:[[#Fig. 620.2.10.1|Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2) (MUTCD 3B-15)]]<br />
<br />
:[[#Fig. 620.2.10.2|Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2) (MUTCD 3B-15)]]<br />
<br />
<br />
'''Standard.''' Where crossing the lane line markings with care is permitted, the lane line markings shall consist of a normal broken white line (See [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)]]).<br />
<br />
A dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent lane for any of the following conditions:<br />
:A. A deceleration or acceleration lane,<br />
<br />
:B. A through lane that becomes a mandatory exit or turn lane,<br />
<br />
:C. An auxiliary lane 2 miles or less in length between an entrance ramp and an exit ramp, or<br />
<br />
:D. An auxiliary lane 1 mile or less in length between two adjacent intersections.<br />
<br />
For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the full-width deceleration lane to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.<br />
<br />
'''Option.''' For exit ramps with a parallel deceleration lane, a normal width dotted white line extension may be installed in the taper area upstream from the full-width deceleration lane as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.<br />
<br />
For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension may be installed from the theoretical gore through the taper area such that it meets the edgeline at the upstream end of the taper as shown in "A" of Fig. 620.2.5.1.<br />
<br />
'''Standard.''' For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the theoretical gore or from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to a point at least one-half the distance from the theoretical gore to the downstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.<br />
<br />
'''Option.''' For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the dotted white lane line to the upstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.<br />
<br />
For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the theoretical gore, as shown in "B" of Fig. 620.2.5.3 and Fig 620.2.5.4.<br />
<br />
'''Standard.''' A wide dotted white lane line shall be used:<br />
<br />
:'''A.''' As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Figs.620.2.5.5, 620.2.5.6 and 620.2.5.7).<br />
<br />
:'''B.''' In advance of freeway route splits with dedicated lanes (see Fig. 620.2.5.8),<br />
<br />
:'''C.''' To separate a through lane that continues beyond an interchange from an adjacent <br />
auxiliary lane between an entrance ramp and an exit ramp (see Fig. 620.2.5.9),<br />
<br />
:'''D.''' As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Fig. 620.2.5.10.1) and <br />
<br />
:'''E.''' To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Fig. 620.2.5.10.2).<br />
<br />
'''Guidance.''' Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least 1/2 mile in advance of the theoretical gore or where signing indicates the exit only condition. <br />
<br />
On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings should be used as illustrated in Fig. 620.2.5.6. In this case, if the right-most exit lane is an added lane such as a parallel deceleration lane, the lane drop marking should begin at the upstream end of the full-width deceleration lane, as shown in Fig. 620.2.5.2.<br />
<br />
Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop marking should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.<br />
<br />
The dotted white lane lines that are used for lane drop marking and that are used as a lane line separating through lanes from auxiliary lanes should consist of line segments that are 3 ft. long separated by 9 ft. gaps.<br />
<br />
'''Support.''' [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]] contains information regarding other markings that are associated with lane drops, such as lane-use arrow markings and ONLY word markings.<br />
<br />
[[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.<br />
<br />
'''Standard. ''' Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal or wide solid white line.<br />
<br />
'''Option.''' Where it is intended to discourage lane changing on the approach to an exit ramp, a wide solid white lane line may extend upstream from the theoretical gore or, for multiple lane exits, as shown in Fig. 620.2.5.6, for a distance that is determined by engineering judgment. <br />
<br />
A solid lane line may also be used in lieu of the broken lane line to accentuate the lane marking in critical areas, such as, to separate a turn lane from the main traffic lanes at an intersection or to discourage lane changing at the approaches to intersections. <br />
<br />
Where lane changes might cause conflicts, a wide or normal solid white lane line may extend upstream from an intersection.<br />
<br />
In the case of a lane drop at an exit ramp or intersection, such a solid white line may replace a portion, but not all of the length of the wide dotted white lane line.<br />
<br />
'''Support.''' [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.<br />
<br />
'''Guidance.''' On approaches to intersections, a solid white lane line marking should be used to separate a through lane from an added mandatory turn lane.<br />
<br />
'''Option.''' On approaches to intersections, solid white lane line markings may be used to separate adjacent through lanes or adjacent mandatory turn lanes from each other.<br />
<br />
Where the median width allows the left-turn lanes to be separated from the through lanes to give drivers on opposing approaches a less obstructed view of opposing through traffic, white pavement markings may be used to form channelizing islands as shown in Figure 2B-17 of the ''MUTCD''.<br />
<br />
Solid white lane line markings may be used to separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane or a preferential lane.<br />
<br />
Wide solid lane line markings may be used for greater emphasis.<br />
<br />
'''Standard.''' Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (see [[#Fig. 620.2.5.11|Fig. 620.2.5.11]]).<br />
<br />
'''Guidance.''' When considering the use of double solid white lines to prohibit crossing all of the following criteria should be considered:<br />
:1. There has to be an identifiable need, such as crash history that the use of double solid white lines would expect to correct.<br />
:2. There needs to be a local ordinance supporting the crossing restriction and enforcement.<br />
:3. There needs to be proper signing of the restriction in advance and at the restricted area along with sufficient distance for motorist who need to properly change lanes prior to the start of the restriction.<br />
:4. Approval of the State Traffic Engineer is required before implementation. <br />
<br />
'''Standard.''' Lane lines shall be offset approximately 2 in. to the right of the longitudinal joint. These 2 in. shall be the space between the longitudinal joint and the left edge of the lane line.<br />
<br />
==620.2.5 Other White Longitudinal Pavement Markings (MUTCD Section 3B.05)==<br />
<br />
'''Standard.''' A channelizing line shall be a wide or double solid white line.<br />
<br />
'''Option.''' Channelizing lines may be used to form channelizing islands where traffic traveling in the same direction is permitted on both sides of the island.<br />
<br />
'''Standard.''' Channelizing lines used to mark gores shall be wide solid white lines.<br />
<br />
Other pavement markings in the channelizing island area shall be white.<br />
<br />
'''Support.''' Examples of channelizing line applications are shown in the following figures:<br />
<br />
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application <br />
for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]<br />
<br />
<br />
Channelizing lines at exit ramps as shown in [[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2)]] and [[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2)]] define the neutral area, direct exiting traffic at the proper angle for smooth divergence from the main lanes into the ramp, and reduce the probability of colliding with objects adjacent to the roadway.<br />
<br />
Channelizing lines at entrance ramps as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2)]] promote orderly and efficient merging with the through traffic.<br />
<br />
'''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#Fig. 620.2.5.1|Fig. 620.2.5.1]], [[#Fig. 620.2.5.2|Fig. 620.2.5.2]], [[#Fig. 620.2.5.5|Fig. 620.2.5.5]], [[#Fig. 620.2.5.6|Fig. 620.2.5.6]], [[#Fig. 620.2.5.7|Fig. 620.2.5.7]], [[#Fig. 620.2.5.8|Fig. 620.2.5.8]], [[#Fig. 620.2.5.9|Fig. 620.2.5.9]] and "A" in [[#Fig. 620.2.5.3|Fig. 620.2.5.3]]).<br />
<br />
For entrance ramps with tapered acceleration lanes, channelizing lines shall be placed along both sides of the neutral area to a point at least one-half of the distance to the theoretical gore (see Fig. 620.2.5.4).<br />
<br />
'''Option.''' For entrance ramps with tapered acceleration lanes, the channelizing lines may extend to the theoretical gore as shown in Fig. 620.2.5.3.<br />
<br />
<div id="Fig. 620.2.5.1"></div><br />
[[Image:620.2.5.1 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2 of MUTCD 3B-8)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.2"></div><br />
[[Image:620.2.5.2 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2 of MUTCD 3B-8)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.3"></div><br />
[[Image:620.2.5.3 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2 of MUTCD 3B-9)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.4"></div><br />
[[Image:620.2.5.4 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2 of MUTCD 3B-9)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.5"></div><br />
[[Image:620.2.5.5 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.6"></div><br />
[[Image:620.2.5.6 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.7"></div><br />
[[Image:620.2.5.7 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.8"></div><br />
[[Image:620.2.5.8 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.9"></div><br />
[[Image:620.2.5.9 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.10.1"></div><br />
[[Image:620.2.5.10.1 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.1, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 1 of 2 of MUTCD 3B-11)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.10.2"></div><br />
[[Image:620.2.5.10.2 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.2, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 2 of 2 of MUTCD 3B-11)'''</center>]]<br />
<br />
<br />
'''Option.''' White chevron crosshatch markings (see [[#620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)|EPG 620.2.23]]) may be placed in the neutral area of exit and entrance ramp gores for special emphasis as shown in Figs. 620.2.5.1 and 620.2.5.2, Figs. 620.2.5.5 through 620.2.5.9 and "A" of Fig. 620.2.5.3. The channelizing lines and the optional chevron crosshatch markings at exit ramp and entrance ramp gores may be supplemented with white retroreflective or internally illuminated raised pavement markers (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11]]) for enhanced nighttime visibility. <br />
<br />
'''Guidance.''' The right edge of the acceleration lane edgeline should be continuous with the right edge of the gore stripe to provide a smooth, uninterrupted edgeline.<br />
<br />
'''Options.''' In areas of limited sight distance due to vertical and/or horizontal curves, an edgeline extension may be used to delineate acceleration and deceleration lanes. <br />
<br />
'''Standard.''' When entrance and exit ramp pavements are adjacent to each other, a double normal 4 in. solid yellow line extending from the points of channelization shall be used.<br />
<br />
<div id="Fig. 620.2.5.11"></div><br />
[[Image:620.2.5.11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.11, Example of Solid Double White Lines Used to Prohibit Lane Changing'''</center>]]<br />
<br />
==620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)==<br />
<br />
'''Standard.''' If used, edgeline pavement markings shall delineate the right or left edges of a roadway.<br />
<br />
Except for dotted edgeline extensions (see [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8]]), edgeline markings shall not be continued through intersections or major driveways.<br />
<br />
If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edgeline pavement markings shall consist of a normal solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings.<br />
<br />
If used, right edgeline pavement markings shall consist of a normal solid white line to delineate the right-hand edge of the roadway.<br />
<br />
'''Guidance.''' The edgeline at the intersection of an at-grade crossing on a divided highway should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edgeline should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#Fig. 620.2.7|Fig. 620.2.7 Edgeline Striping for At-Grade Intersections]]).<br />
<br />
'''Option.''' Edgeline extension lines may be used at the district's discretion.<br />
<br />
'''Guidance.''' Edgeline markings should not be broken for driveways or minor intersecting roads (See Fig. 620.2.7).<br />
<br />
Permanent marking material should be used for marking the edgeline extension.<br />
<br />
'''Support.''' Edgeline markings have unique value as visual references to guide road users during adverse weather and visibility conditions.<br />
<br />
'''Option.''' Wide solid edgeline markings may be used for greater emphasis.<br />
<br />
==620.2.7 Warrants for Use of Edge Lines (MUTCD Section 3B.07)==<br />
<br />
'''Standard.''' Edgeline markings shall be placed on all divided highways and all routes with a weighted AADT of 400 or greater and a minimum pavement width of 20 feet.<br />
<br />
'''Support.''' Edgelines on routes with weighted AADT between 400 and 1,000 were added to the program by December 31, 2012.<br />
<br />
'''Option.''' Edgeline markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings or where the pavement edge is not in good condition.<br />
<br />
If a bicycle lane is marked on the outside portion of the traveled way, the edgeline that would mark the outside edge of the bicycle lane may be omitted.<br />
<br />
Edgeline markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.<br />
<br />
<div id="Fig. 620.2.7"></div><br />
[[Image:620.2.7 2012.jpg|thumb|center|700px|<center>'''Fig. 620.2.7, Edgeline Striping for At Grade Intersection'''</center>]]<br />
<br />
<br />
===620.2.7.1 Bridge Edgeline===<br />
<br />
'''Standard.''' Bridges that are located on routes authorized for edgelines shall be striped in accordance with the following classifications (see [[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1]] and [[#Fig. 620.2.7.1.2|Fig. 620.2.7.1.2, Bridge Edgeline Striping]]): <br />
:A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edgeline placed on the bridge deck. The edgeline shall end on the adjacent roadway 50 ft. from the bridge deck.<br />
:B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edgeline that will be continuous with that of the adjoining roadway.<br />
:C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edgeline in these cases shall not be offset to provide for the usage of the third lane and will be continuous across the bridge.<br />
:D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br />
:E. One Lane Bridges, Width Restriction, having a clear traveling surface 16 ft. or less shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. prior to the bridge deck.<br />
<br />
'''Guidance.''' Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.<br />
<br />
'''Standard.''' If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for centerline marking, but not edgeline marking, they shall be edgelined to delineate the travel way of the bridge. The edgeline marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck, and are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway. (See Fig. 620.2.7.1.1 and Fig. 620.2.7.1.2).<br />
<br />
<div id="Fig. 620.2.7.1.1"></div><br />
[[Image:620.2.7.1.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.1, Bridge Edgeline Striping'''</center>]]<br />
<br />
<div id="Fig. 620.2.7.1.2"></div><br />
[[Image:620.2.7.1.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.2, Bridge Edgeline Striping'''</center>]]<br />
<br />
==620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)==<br />
<br />
'''Standard.''' Except as provided in the Option, below, pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend.<br />
<br />
Intersections that provide dual left turn lanes shall have extension lines traffic can follow through the intersection except as provided in the Support, below. These lines shall be marked with normal white skips, 2 ft. long and separated by 4 ft. gaps, and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to.<br />
<br />
'''Option.''' A normal lane line may be used to extend a wide line through an intersection.<br />
<br />
'''Support.''' Exceptions will be allowed when an intersection lacks adequate space to place extension lines for dual left turn lanes when an intersection lacks adequate space to place these lines for opposing left turn movements. <br />
<br />
'''Guidance.''' Long life pavement markings should be used for extensions.<br />
<br />
An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.<br />
<br />
Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-legged intersections, on curved roadways, where multiple turn lanes are used, or where offset left turn lanes might cause driver confusion, dotted line extension markings consisting of 2 ft. line segments and 4 ft. gaps should be used to extend longitudinal line markings through an intersection or interchange area.<br />
<br />
'''Option.''' Dotted edgeline extensions may be placed through intersections or major driveways.<br />
<br />
'''Guidance.''' Where greater restriction is required, solid lane lines or channelizing lines should be extended into or continued through intersections or major driveways. <br />
<br />
'''Standard.''' Solid lines shall not be used to extend edgelines into or through major intersections or major driveways.<br />
<br />
'''Guidance.''' Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.<br />
<br />
To the extent possible, pavement marking extensions through intersections should be designed in a manner that minimizes potential confusion for drivers in adjacent or opposing lanes.<br />
<br />
<div id="Fig. 620.2.8.1"></div><br />
[[Image:620.2.8.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.1, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]<br />
<br />
<div id="Fig. 620.2.8.2"></div><br />
[[Image:620.2.8.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.2, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]<br />
<br />
==620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)==<br />
<br />
'''Support.''' Lane-reduction transition markings are used where the number of through lanes is reduced because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane. Lane-reduction transition markings are not used for lane drops.<br />
<br />
'''Standard.''' Except as provided in the Option, below, where pavement markings are used, lane reduction transition markings shall be used to guide traffic through transition areas where the number of through lanes is reduced, as shown in [[#Fig. 620.2.9.1|Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking]]. On two-way roadways, no-passing zone markings shall be used to prohibit passing in the direction of the convergence and shall continue through the transition area.<br />
<br />
'''Option.''' On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edgeline and/or delineators shown in Fig. 620.2.9.1 may be omitted as determined by engineering judgment.<br />
<br />
'''Standard.''' For roadways having a posted or statutory speed limit of 45 mph or greater, the transition taper length for a lane reduction shall be greater or equal to the length computed by the formula ''L = WS''. <br />
<br />
'''Guidance.''' For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{ 60}</math> should be used to compute taper length. <br />
<br />
'''Support.''' Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft., and ''S'' equals the 85<sup>th</sup>-percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Guidance.''' Where observed speeds exceed posted or statutory speed limits, longer tapers should be used.<br />
<br />
'''Option.''' On new construction, where no posted or statutory speed limit is established, the design speed may be used in the transition taper length formula.<br />
<br />
'''Guidance.''' Lane line markings should be discontinued one-quarter of the distance between the Lane Ends sign (see [[903.6 Warning Signs#903.6.33 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.42)|LANE END Signs]]) and the point where the transition taper begins.<br />
<br />
Except as provided in the Option, above, for low-speed urban roadways, edgeline markings should be installed from the location of the warning sign to beyond the beginning of the narrower roadway.<br />
<br />
'''Support.''' Pavement markings at lane reduction transitions supplement the standard signs or delineators. See [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20, Pavement Word and Symbol Markings]] for provisions regarding use of lane-reduction arrows.<br />
<br />
<div id="Fig. 620.2.9.1"></div><br />
[[Image:620.2.9.1 3B14.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking (MUTCD 3B-14)'''</center>]]<br />
<br />
<div id="Fig. 620.2.9.2"></div><br />
[[Image:620.2.9.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.2, Standard Pavement Markings for Climbing Lanes'''</center><br />
<center>Note: Refer to Fig. 620.2.9.1 for "L" and "E".</center> ]]<br />
<br />
==620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)==<br />
<br />
'''Standard.''' Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the centerline or the lane line to a point 1 to 2 ft. to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]]).<br />
<br />
All lines used as obstruction pavement markings shall be no less than 4 in. and no more than 24 in. wide. <br />
<br />
For roadways having a posted or statutory speed limit of 45 mph or greater, the taper length of the tapered line markings shall be computed by the formula ''L = WS''.<br />
<br />
'''Guidance.''' For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{60}</math> for speeds in mph shall be used to compute taper length.<br />
<br />
'''Support.''' Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft. and ''S'' equals the 85<sup>th</sup> percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Standard.''' The minimum taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.<br />
<br />
'''Support.''' Examples of approach markings for obstructions in the roadway are shown in [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
'''Option.''' Where observed speeds exceed posted or statutory speed limits, longer tapers may be used.<br />
<br />
Unique situations may require special markings or warning devices.<br />
<br />
'''Standard.''' If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
'''Option.''' If traffic is required to pass only to the right of the obstruction, yellow diagonal crosshatch markings (see [[#620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)|EPG 620.2.23]] may be placed in the flush median area between the no-passing zone markings as shown in Fig. 620.2.10.1. Other markings, such as yellow delineators, yellow channelizing devices, yellow raised pavement markers, and white crosswalk pavement markings, may also be placed in the flush median area.<br />
<br />
'''Standard.''' If traffic can pass either to the right or left of the obstruction, the markings shall consist of two normal channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line or normal solid double white line shall be extended in place of the broken lane line for a distance equal to the length of the diverging lines (see Fig. 620.2.10.1).<br />
<br />
If yellow or white diagonal lines are used, these markings shall be a minimum of 24 in. wide and slope away from the direction that traffic is traveling in (see Fig. 620.2.10.1). <br />
<br />
When an obstruction lies in the direct line of traffic, it shall be marked.<br />
<br />
'''Option.''' If traffic can pass either to the right or left of the obstruction, additional white markings may be placed in the flush median area between the channelizing lines as shown in Fig. 620.2.10.1. Other markings, such as white delineators, white channelizing devices, white raised pavement markers, and white crosswalk markings may also be placed in the flush median area.<br />
<br />
'''Option.''' The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without throwing a glare in the face of traffic approaching from either direction.<br />
<br />
'''Standard.''' Reflective object markers shall be used.<br />
<br />
<div id="Fig. 620.2.10.1"></div><br />
[[Image:620.2.10.2 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2, MUTCD 3B-15)'''</center>]]<br />
<br />
<div id="Fig. 620.2.10.2"></div><br />
[[Image:620.2.10.3 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2, MUTCD 3B-15)'''</center>]]<br />
<br />
==620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)==<br />
<br />
'''Support.''' There are two types of raised pavement markers, temporary and snowplowable. Snowplowable raised pavement markers are considered to be a long life marking application. Temporary markers are an option for temporarily marking the pavement surface after a hot mix overlay or other surface treatment that obliterates the existing markings (see [https://www.modot.org/media/16897 Standard Plan 620.10]). Temporary markers, with covers, are to be used if the surface treatment operation includes the use of emulsion, such as chip seals, sand seals and scrub seals. The markers are placed prior to the emulsion spray to ensure a good bond to the existing pavement and the covers are removed after the surface sealing operation.<br />
<br />
MoDOT is responsible for the maintenance of snowplowable raised pavement markers. This maintenance involves the replacement of the reflective lenses that are inlaid into the castings and checking that the castings are firmly in the pavement.<br />
<br />
'''Standard.''' The color of raised pavement markers under both daylight and nighttime conditions shall conform to the color of the marking for which they serve as a positioning guide, or for which they supplement or substitute.<br />
<br />
No new snowplowable raised pavement markers will be installed on MoDOT roads.<br />
<br />
Snowplowable raised pavement markers that are found to be loose in the pavement shall be removed.<br />
<br />
'''Option.''' The side of a raised pavement marker that is visible to traffic proceeding in the wrong direction may be red (see [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors]]). <br />
<br />
Retroreflective or internally illuminated raised pavement markers may be used in the roadway immediately adjacent to curbed approach ends of raised medians and curbs of islands, or on top of such curbs (see [[#620.2.22 Curb Markings (MUTCD Section 3B.23)|EPG 620.2.22]]).<br />
<br />
'''Support.''' Retroreflective and internally illuminated raised pavement markers are available in mono-directional and bidirectional configurations. The bidirectional marker is capable of displaying the applicable color for each direction of travel.<br />
<br />
'''Standard.''' When used, internally illuminated raised pavement markers shall be steadily illuminated and shall not be flashed.<br />
<br />
'''Guidance.''' The spacing of raised pavement markers used to supplement or substitute for other types of longitudinal markings should correspond with the pattern of broken lines for which the markers supplement or substitute.<br />
<br />
A visual inspection should be performed in the spring of the year to determine the condition and the number of reflectors needed to maintain the markers. The replacement schedule should be determined by the district to best use available time and personnel. This survey should also include the condition of the castings in the pavement.<br />
<br />
'''Standard.''' The value of N for the spacing of raised pavement markers shall equal the length of one line segment plus one gap of the broken lines used on the highway. <br />
<br />
The spacing of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10].<br />
<br />
'''Option.''' The replacement of defective reflectors may be accomplished under contract.<br />
<br />
==620.2.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings (MUTCD Section 3B.12)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.13 Raised Pavement Markers Supplementing Other Markings (MUTCD Section 3B.13)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.14 Raised Pavement Markers Substituting for Pavement Markings (MUTCD Section 3B.14)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.15 Transverse Markings (MUTCD Section 3B.15)==<br />
<br />
'''Standard.''' Transverse markings, which include shoulder markings, word and symbol markings, arrows, stop lines, yield lines, crosswalk lines, speed measurement markings, speed reduction markings, speed hump markings, parking space markings, and others, shall be white unless otherwise provided herein.<br />
<br />
'''Guidance.''' Because of the low approach angle at which pavement markings are viewed, transverse lines should be proportioned to provide visibility at least equal to that of longitudinal lines.<br />
<br />
Transverse markings should use durable materials for permanent installations.<br />
<br />
'''Support.''' Particular attention must be given to the maintenance of transverse lines and markings. Due to their placement on the pavement, these markings are subject to constant wear.<br />
<br />
==620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)==<br />
<br />
'''Guidance.''' Stop lines should be used to indicate the point behind which vehicles are required to stop, in compliance with a traffic control signal.<br />
<br />
'''Option.''' Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.<br />
<br />
Yield lines may be used to indicate the point behind which vehicles are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here to Pedestrians (R1-5 or R1-5a) sign. <br />
<br />
'''Standard.''' Except as provided in MUTCD Section 8B.28, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign or at locations on uncontrolled approaches where drivers are required by State law to yield to pedestrians.<br />
<br />
Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, a traffic control signal, or some other traffic control device.<br />
<br />
Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required.<br />
<br />
Stop lines shall be used in advance of railroad crossings to indicate the appropriate location to stop.<br />
<br />
When any crosswalk is installed where a permanent traffic control device is provided, such as a STOP sign or traffic signal, a stop line shall be installed in advance of the crosswalk.<br />
<br />
Stop lines shall be 24 in. wide and shall extend across all lanes affected by the traffic control device.<br />
<br />
Yield lines (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required. The spacing of triangles in a yield line shall be consistent for that marking.<br />
<div id="Guidance. Yield lines should be"></div><br />
'''Guidance.''' Yield lines should be 12in. wide by 18in. long with 3 in. to 12 in. spacing between triangles, as shown on [[https://www.modot.org/media/16896 Standard Plan 620.00]. Yield line triangles are paid for per each individual triangle. A yield line, for a lane that is 12 ft. or narrower, will consist of 6 individual triangles spaced accordingly. Locations in lanes wider than 12 ft. will require additional triangles and possible adjustment to the spacing between each. <br />
<br />
Yield lines may be considered for those locations where a free right turn lane is developed but there is not an acceleration lane on the intersecting road. Yield lines may also be considered at on ramps with tapered acceleration lanes as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Lined and Channelizing Line Applications for Entrance Ramp Markings]].<br />
<br />
Yield lines may also be used where engineering judgment indicates a need.<br />
<br />
'''Guidance.''' If used, stop and yield lines should be placed a minimum of 4 ft. in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [https://epg.modot.org/index.php/620.3_Roundabout_Markings_(MUTCD_Chapter_3C)#620.3.4_Yield_Lines_for_Roundabouts_.28MUTCD_Section_3C.4.29 EPG 620.3.4 Yield Lines for Roundabouts] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 ft. nor less than 4 ft. from the nearest edge of the intersecting traveled way. Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.<br />
<br />
When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.<br />
<br />
When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.<br />
<br />
Stop lines at midblock signalized locations should be placed at least 40 ft. in advance of the nearest signal indication. <br />
<br />
If yield or stop lines are used at a crosswalk that crosses an uncontrolled multilane approach, the yield lines or stop lines should be placed 20 to 50 ft. in advance of the nearest crosswalk line, and parking should be prohibited in the area between the yield or stop line and the crosswalk (see Figure 620.2.17.1 Examples of Yield Lines at Unsignalized Midblock Crosswalks). <br />
<br />
'''Standard.''' If yield (stop) lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.6_YIELD_HERE_TO_PEDESTRIANS_Signs_.28R1-5.2C_R1-5a.29_.28MUTCD_Section_2B.11.29 Yield Here To (Stop Here For) Pedestrians (R1-5 series)] signs (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11 Raised Pavement Markers]]) shall be used.<br />
<br />
'''Guidance.''' Yield (stop) lines and Yield Here To (Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.<br />
<br />
'''Support.''' Drivers yielding or stopping too close to crosswalks that cross uncontrolled multi-lane approaches place pedestrians at risk by blocking other drivers’ views of pedestrians and by blocking pedestrians’ view of vehicles approaching in the other lanes. <br />
<br />
'''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis. Refer to [[#Fig. 620.2.8.2|"D" of Fig. 620.2.8.2]].<br />
<br />
'''Support.''' Staggered stop lines and staggered yield lines can improve the driver's view of pedestrians, provide better sight distance for turning vehicles and increase the turning radius for left-turning vehicles.<br />
<br />
[[#620.2.26 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)|EPG 620.2.26 Stop and Yield Lines at Highway-Rail Grade Crossings]] contains information regarding the use of stop lines and yield lines at grade crossings.<br />
<br />
<div id="Fig. 620.2.16"></div><br />
[[Image:620.2.16 3B16 2016.jpg|thumb|center|780px|<center>'''Fig. 620.2.16, Examples of Yield Line Layouts (MUTCD Fig. 3B-16)'''</center>]]<br />
<br />
==620.2.17 Do Not Block Intersection Markings (MUTCD Section 3B.17)==<br />
<br />
'''Option.''' Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.<br />
<br />
'''Standard.''' If used, Do Not Block Intersection markings (see Figure 620.2.17.2) shall consist of wide solid white lines that outline the intersection area that vehicles must not block 8 in. to 12 in. wide and white cross-hatching within the intersection area 4 in. to 6 in. wide.<br />
<br />
Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|EPG 903.5.30]]), one or more DO NOT STOP ON TRACKS (R8-8) signs (see [https://epg.modot.org/index.php/903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.9_DO_NOT_STOP_ON_TRACKS_Sign_.28R8-8.29_.28MUTCD_Section_8B.09.29 EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]]) or one or more similar signs.<br />
<br />
<div id="Fig. 620.2.17.1"></div><br />
[[Image:620.2.17.1 3B17.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.1, Examples of Yield Lines at Unsignalized Midblock Crosswalks (MUTCD Fig. 3B-17)'''</center>]]<br />
<br />
<div id="Fig. 620.2.17.2"></div><br />
[[Image:620.2.17.2 3B18.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.2, Do Not Block Intersection Markings (MUTCD Fig. 3B-18)'''</center>]]<br />
<br />
==620.2.18 Crosswalk Markings (MUTCD Section 3B.18)==<br />
<br />
'''Support.''' Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. <br />
<br />
In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.<br />
<br />
At non-intersection locations, crosswalk markings legally establish the crosswalk.<br />
<br />
'''Standard.''' When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. They shall be not less than 6 in. nor greater than 24 in. wide and 6 ft. apart.<br />
<br />
If transverse lines are used to mark a crosswalk, the gap between the lines shall not be less than 6 feet. If longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk shall not be less than 6 ft. wide.<br />
<br />
'''Guidance.''' Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see [https://www.modot.org/media/16896 Standard Plan 620.00]).<br />
<br />
At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).<br />
<br />
Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk installed at a location away from a traffic control signal or STOP or YIELD signs. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average annual daily traffic (AADT), the posted or statutory speed limit or 85<sup>th</sup>-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting and other appropriate factors.<br />
<br />
New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:<br />
<br />
:A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or<br />
<br />
:B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.<br />
<br />
'''Support.''' Chapter 4F of the MUTCD contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.<br />
<br />
'''Guidance.''' Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|Non-vehicular Sign (W11-2, W11-7)]]) should be installed and adequate visibility should be provided by parking prohibitions.<br />
<br />
If used, the “Continental” pedestrian crosswalk marking should consist of longitudinal lines 30 in. wide and spaced equally, centering one block in each lane, one block across each lane line or centerline, and placing one half block against each edgeline.<br />
<br />
When longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines should be omitted. The marking design should avoid the wheel paths.<br />
<br />
'''Option.''' Existing 33 in. and 36 in. crosswalk blocks may be maintained in place or replaced with 30 in. blocks.<br />
<br />
'''Support.''' [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]] contains information regarding placement of stop line markings near crosswalk markings.<br />
<br />
'''Option.''' Where permanent traffic control devices are not provided, speeds are greater than 35 mph or the crosswalk is located in rural locations where they are unexpected, the width of the crosswalk line may be increased up to 24 inches.<br />
<br />
Crosswalks may be located mid-block if this placement offers greater safety to the pedestrian than the normal placement at an intersection. In these cases, the “Continental” pedestrian crosswalk marking may be used for greater emphasis and visibility. This type of marking may also be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. <br />
<br />
'''Standard.''' All school crosswalks authorized by an agreement between the Commission and the school and/or city shall be marked. Crosswalks for schools shall be maintained in a manner that will provide a clearly visible marking at all times.<br />
<br />
All school crosswalks shall be marked using both the advance school crosswalk and the school crosswalk sign, refer to [[903.18 Signing for School Areas#903.18.8 School Sign (S1-1) and Plaques (S4-3p, W16-9P and W16-7P) (MUTCD Section 7B.08)|EPG 903.18.8 School Sign (S1-1) and Plaques]].<br />
<br />
'''Option.''' When school crosswalks are located mid-block, the “Continental” pedestrian crosswalk marking may be used for greater emphasis and visibility.<br />
<br />
'''Guidance.''' Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.<br />
<br />
'''Support.''' Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11) contains specifications for design and placement of detectable warning surfaces.<br />
<br />
<div id="Fig. 620.2.18"></div><br />
[[Image:620.2.18 3B19.jpg|thumb|center|780px|<center>'''Fig. 620.2.18, Examples of Crosswalk Markings (MUTCD Figs. 3B-19 and -20)'''</center>]]<br />
<br />
==620.2.19 Parking Space Markings (MUTCD Section 3B.19)==<br />
<br />
'''Support.''' Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial. Parking space markings tend to prevent encroachment into fire hydrant zones, bus stops, loading zones, approaches to intersections, curb ramps, and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in [[#Fig. 620.2.19.1|Fig. 620.2.19.1, Examples of Parking Space Markings]].<br />
<br />
If the parking lot is not striped, it is not necessary to mark the disabled reserved stall.<br />
<br />
'''Standard.''' Parking space markings shall be white.<br />
<br />
The marking used for disabled parking areas shall be white, except for the curb painting, which shall be blue in color.<br />
<br />
If the parking lot is striped, then the required number of disabled stalls shall be marked as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"<br />
|- <br />
! style="background:#BEBEBE"| Total Parking in Lot !! style="background:#BEBEBE"| Required Minimum Number of Accessible Spaces <br />
|-<br />
| 1 to 25 || 1 <br />
|-<br />
| 26 to 50 || 2<br />
|-<br />
| 51 to 75 || 3<br />
|-<br />
| 76 to 100 || 4<br />
|-<br />
| 101 to 150 || 5<br />
|-<br />
| 151 to 200 || 6<br />
|-<br />
| 201 to 300 || 7<br />
|-<br />
| 301 to 400 || 8<br />
|-<br />
| 401 to 500 || 9<br />
|-<br />
| 501 to 1000 || (2 percent of total)<br />
|-<br />
| 1001 and over || (20 plus 1 for each 100 over 1000<br />
|}<br />
<br />
If disabled parking stalls are marked, then at least one shall be marked as "Van Accessible". Additional van accessible parking stalls are required in the ratio of one van accessible per eight disabled stalls. The neutral zone adjacent to a van accessible stall shall be 8 ft. wide as opposed to the standard 5 ft. width.<br />
<br />
'''Option.''' Spaces required by the above may not need be provided in the particular lot. These spaces may be provided in a different location if they provide equivalent or greater accessibility for the disabled person (see [[#Fig. 620.2.20.4|Disabled Parking Areas]]).<br />
<br />
'''Guidance.''' For disabled parking, depending upon the number of linear feet of curb requiring blue paint, 1 or 2 gallons of our standard white traffic paint should be taken to a local paint store to have blue paint pigment added. 10 ounces of the blue pigment should be added to 1 gallon of our standard white traffic paint. The blue paint pigment that can be used is available through Sherman Williams paint stores and other businesses that handle the "Blenda Color blue - No. A6011". The mixed blue paint will be lighter in color than the blue background we provide on our disabled parking signs, however, it will be acceptable.<br />
<br />
'''Option.''' Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities.<br />
<br />
'''Support.''' Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]] and illustrated in [[#Fig. 620.2.19.2|Fig. 620.2.19.2]]. The design and layout of accessible parking spaces for persons with disabilities is provided in the [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11).<br />
<br />
<div id="Fig. 620.2.19.1"></div><br />
[[Image:620.2.20.1 3B21.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.1, Examples of Parking Space Markings (MUTCD Fig. 3B-21)'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.2"></div><br />
[[Image:620.2.20.2.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.2, International Symbols of Accessibility Parking Space Marking'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.3"></div><br />
[[Image:620.2.20.3.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.3, Disabled Symbol Detail'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.4"></div><br />
[[Image:620.2.20.4.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.4, Disabled Parking Area'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.5"></div><br />
[[Image:620.2.20.5.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.5, Disabled Parking Area Multiple'''</center>]]<br />
<br />
<br />
==620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)==<br />
<br />
'''Guidance.''' Word, symbol and arrow markings on the pavement are used for the purpose of guiding, warning, or regulating traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user's attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [https://www.modot.org/media/16896 Standard Plan 620.00] and [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]].<br />
<br />
'''Option.''' Word, symbol and arrow markings, including those contained in the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11), may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning or guidance messages. Among the word, symbol and arrow markings that may be used are the following: <br />
<br />
:A. Regulatory: <br />
<br />
::1. STOP <br />
<br />
::2. YIELD<br />
<br />
::3. RIGHT (LEFT) TURN ONLY <br />
<br />
::4. 25 MPH <br />
<br />
::5. Lane use and wrong way Arrow Symbols<br />
<br />
::6. Other preferential lane word markings <br />
<br />
:B. Warning: <br />
<br />
::1. STOP AHEAD <br />
<br />
::2. YIELD AHEAD <br />
<br />
::3. YIELD AHEAD Triangle Symbol <br />
<br />
::4. SCHOOL XING <br />
<br />
::5. SIGNAL AHEAD <br />
<br />
::6. PED XING <br />
<br />
::7. SCHOOL <br />
<br />
::8. R X R <br />
<br />
::9. BUMP <br />
<br />
::10. HUMP <br />
<br />
::11. Lane reduction arrows<br />
<br />
:C. Guide: <br />
<br />
::1. Route numbers (route shield pavement marking symbols and/or words such as I-70,US 40, STATE 135 or ROUTE 10)<br />
<br />
::2. Cardinal directions (NORTH, SOUTH, EAST or WEST)<br />
<br />
::3. TO<br />
<br />
'''Standard.''' Word, symbol and arrow markings shall be white and reflectorized, except as otherwise provided in this article. <br />
<br />
Pavement marking letters, numerals, symbols and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11).<br />
<br />
<div id="Fig. 620.2.20.1"></div><br />
[[Image:620.2.20.6 3B23.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.1, Example of Elongated Letters for Word Pavement Markings (MUTCD 3B-23)'''</center>]]<br />
<br />
<div id="Fig. 620.2.20.2"></div><br />
[[Image:620.2.20.7 3B24.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings (MUTCD 3B-24)'''</center>]]<br />
<br />
'''Guidance.''' When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.<br />
<br />
The elongation of these markings is dependent upon the posted speed limit and should be as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"<br />
|- <br />
|align="center" colspan="3" style="background:#BEBEBE"|'''Table 620.2.20 Pavement Marking Lettering Heights and Spacings<br />
|-<br />
! style="background:#BEBEBE"| Posted Speed Limit !! style="background:#BEBEBE"| Elongated Length !! style="background:#BEBEBE" | Approximate Space Between Word and Symbol <br />
|-<br />
| 35 mph or less || 8 ft. || 32 ft. <br />
|-<br />
| Greater than 35 mph || 10 ft. || 40 ft. <br />
|}<br />
<br />
The spacing between the word and symbol is approximate and should be adjusted as field conditions warrant. <br />
<br />
Word and symbol markings should not exceed three lines of information.<br />
<br />
If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.<br />
<br />
Except for the two opposing arrows of a two-way left-turn lane marking (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]), the longitudinal space between word or symbol message markings, including arrow markings, should be at least four times the height of the characters for low-speed roads, but not more than ten times the height of the characters under any conditions.<br />
<br />
The number of different word and symbol markings used should be minimized to provide effective guidance and avoid misunderstanding.<br />
<br />
'''Option.''' The SCHOOL word marking may extend to the width of two approach lanes (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).<br />
<br />
'''Guidance.''' When the SCHOOL word marking is extended to the width of two approach lanes, the characters should be 10 ft. or more tall (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).<br />
<br />
Pavement word, symbol and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.<br />
<br />
'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols and arrows may be smaller than suggested, but to the relative scale.<br />
<br />
Pavement markings simulating Interstate, U.S., State, and other official highway route shield signs (see MUTCD Figure 2D-3) with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see Figure 620.2.20.3, Examples of Elongated Route Shields for Pavement Markings).<br />
<br />
<div id="Fig. 620.2.20.3"></div><br />
[[Image:620.2.20.8 3B25.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.3, Examples of Elongated Route Shields for Pavement Markings (MUTCD 3B-25)'''</center>]]<br />
<br />
'''Standard.''' Except at the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)]] and [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.4_STOP_Sign_.28R1-1.29_and_ALL_WAY_Plaque_.28R1-3P.29_.28MUTCD_Section_2B.05.29 STOP] (see MUTCD Section 2B.05) sign. At the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line. <br />
<br />
The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times. <br />
<br />
'''Option.''' A yield-ahead triangle symbol (see [[#Fig. 620.2.20.10|Figure 620.2.20.10 Yield Ahead Triangle Symbols]]) or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.<br />
<br />
'''Standard.''' The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|YIELD sign]] is in place at the intersection. The yield-ahead symbol marking shall be as shown in [[#620.2.20.10|Figure 620.2.20.10, Yield Ahead Triangle Symbols]]. <br />
<br />
'''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2]]) should be placed in each parking space designated for use by persons with disabilities. <br />
<br />
'''Option.''' A blue background with white border may supplement the wheelchair symbol as shown in [[#Fig. 620.2.20.2|Fig. 620.2.20.2 International Symbol of Accessibility Parking Space Marking with Blue Background and White Border Options]]. <br />
<br />
'''Support.''' Lane-use arrow markings (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#Fig. 620.2.20.11|Fig. 620.2.20.11, Examples of Lane-Use Control Word and Arrow Pavement Markings)]] and in two-way left-turn lanes (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application]]).<br />
<br />
'''Guidance.''' Lane-use arrow markings (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]]) should be used in lanes designated for the exclusive use of a turning movement, including turn bays, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane use arrows markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road [[#Fig. 620.2.8.1|Fig. 620.2.8.1, Examples of Line Extensions through Intersections]]. When used in turn lanes, at least two arrows should be used, one at or near the upstream end of the full-width turn lane and one an appropriate distance upstream from the stop line or intersection [[#Fig. 620.2.5.10.1|Figs. 620.2.5.10.1]] and [[#Fig. 620.2.5.10.2|620.2.5.10.2, Examples of Applications of Conventional Road lane-Drop Marking]] and [[#Fig. 620.2.20.9|Fig. 620.2.20.9, Spacing of Arrows in Left Turn Lanes]].<br />
<br />
The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#Fig. 620.2.20.4|Fig. 620.2.20.4 Spacing of Arrows in Left Turn Lanes]]): <br />
<br />
:A. The first arrow should be placed 75 ft. in advance of the stop bar. <br />
<br />
:B. The second arrow should be placed 200 ft. in advance of the stop bar. <br />
<br />
:C. Any additional arrows should be placed 400 ft. behind the stop bar. <br />
<br />
'''Option.''' The distances between arrows may be adjusted if there are special circumstances that warrant the change. <br />
<br />
'''Guidance.''' Where opposing offset channelized left-turn lanes exist, lane-use arrow markings should be placed near the downstream terminus of the offset left-turn lanes to reduce wrong-way movements (see MUTCD Fig. 2B-17).<br />
<br />
'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong way movements.<br />
<br />
'''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, lane-use arrow markings shall be used and shall be accompanied by standard signs and the word ONLY.<br />
<br />
The ONLY shall be placed on the pavement in advance of each arrow.<br />
<br />
Lane use, lane reduction, and wrong-way arrow markings shall be designed as shown in [https://www.modot.org/media/16896 Standard Plan 620.00] and [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]].<br />
<br />
'''Guidance.''' The use of straight arrows should be reserved for correcting special cases, such as, locations where accidents are occurring as a result of vehicles making turns from the through lanes.<br />
<br />
Where through lanes become mandatory turn lanes, signs or markings should be repeated as necessary to prevent entrapment and to help the road user select the appropriate lane in advance of reaching a queue of waiting vehicles.<br />
<br />
The word ONLY should be centered between all arrows used in the mandatory lane. Spacing between the arrow and the ONLY should be 4 to 10 times the height of the ONLY. In cases where the ONLY is set between two arrows it should be equally spaced between the arrows. The use of ONLY should not apply to exit ramps.<br />
<br />
'''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.<br />
<br />
'''Guidance.''' A two-way left-turn lane-use arrow pavement marking, with opposing arrows spaced as shown in [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4 Example of Two-Way Left-Turn Lane Marking Application]] should be used at or just downstream from the beginning of a two-way left-turn lane.<br />
<br />
'''Option.''' Additional two-way left-turn lane-use arrow markings may be used at other locations along a two-way left-turn lane where engineering judgment determines that such additional markings are needed to emphasize the proper use of the lane.<br />
<br />
'''Standard.''' A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.<br />
<br />
Lane-use, lane-reduction, and wrong-way arrow markings shall be designed as shown in [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] and in ''Standard Highway Signs and Markings'' (see MUTCD Section 1A.11).<br />
<br />
'''Option.''' The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement (see [[#Fig. 620.2.20.5|Fig. 620.2.20.5, Examples of Lane-Use Control Word and Arrow Pavement Markings]] or to supplement a preferential lane word or symbol marking (see MUTCD Section 3D.01). <br />
<br />
'''Standard.''' The ONLY word marking shall not be used in a lane that is shared by more than one movement.<br />
<br />
'''Guidance.''' Where a lane-reduction transition occurs on a roadway with a speed limit of 45 mph or more, the lane-reduction arrow markings shown in [[#Fig. 620.2.20.2|"F" in Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] should be used (see [[#Fig. 620.2.9.1|Fig. 620.2.9.1, Examples of Applications for Lane-Reduction Transition Marking]]). Except for acceleration lanes, where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, the lane-reduction arrow markings shown in "F" in Figure 620.2.20.2 should be used if determined to be appropriate based on engineering judgment. Examples of locations where they may be effective are at the terminus of hill climbing lanes, lane drops immediately after intersections, or other areas where the geometrics create a lane drop situation that is not obvious to the driver.<br />
<br />
'''Option.''' Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.<br />
<br />
Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.<br />
<br />
A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.<br />
<br />
Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.<br />
<br />
'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.<br />
<br />
'''Guidance.''' If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop bar has been provided, the arrow should be placed 25 ft. in advance of this marking.<br />
<br />
On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.<br />
<br />
Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.<br />
<br />
'''Option.''' The wrong-way arrow markings shown in [[#Fig. 620.2.20.2|"D" in Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] may be placed near the downstream terminus of a ramp as shown in Examples of Arrow Markings at Exit Ramp Terminals (MUTCD Figs. 2B-18 and -19) or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.<br />
<br />
A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection (see [[#Fig. 620.2.20.10|Yield Ahead Triangle Symbols]]).<br />
<br />
'''Support.''' Lane-use arrow markings are often used to provide guidance in turn bays, where turns may or may not be mandatory, and in two-way left-turn lanes.<br />
<br />
<div id="Fig. 620.2.20.4"></div><br />
[[Image:620.2.20.9.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.4, Spacing of Arrow in Left-Turn Lanes'''</center>]]<br />
<br />
<div id="Fig. 620.2.20.5"></div><br />
[[Image:620.2.22.2 3B27.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.5, Examples of Lane-Use Control Word and Arrow Pavement Markings (MUTCD 3B-27)'''</center>]]<br />
<br />
==620.2.21 Aircraft Speed Measurement Markings (MUTCD Section 3B.21)==<br />
<br />
'''Support.''' An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.<br />
<br />
'''Standard.''' Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.<br />
<br />
Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the block shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See Fig. 620.2.21, Pavement Marking for Aircraft Speed Check Stations).<br />
<br />
The markings shall be reflective, and are to be placed on the center of each driving lane.<br />
<br />
Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.1 General (MUTCD Chapter 3A)#620.1.14 Obliteration of Pavement Markings|Obliteration of Pavement Markings]].<br />
<br />
'''Option.''' A third block may be installed at the special request of the Highway Patrol.<br />
<br />
If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes. <br />
<br />
'''Guidance.''' Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.<br />
<br />
The application of any material should be done following the manufacturer’s recommendations for installation.<br />
<br />
'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.<br />
<br />
<div id="Fig. 620.2.21"></div><br />
[[Image:620.2.20.11.jpg|thumb|center|780px|<center>'''Fig. 620.2.21, Pavement Marking for Aircraft Speed Check Stations'''</center>]]<br />
<br />
==620.2.22 Curb Markings (MUTCD Section 3B.23)==<br />
<br />
'''Support.''' Curb markings are most often used to indicate parking regulations or to delineate the curb.<br />
<br />
'''Standard.''' Where curbs are marked to convey parking regulations in those areas where curb markings are frequently obscured by snow and ice accumulation signs shall be used with the curb markings except as provided below.<br />
<br />
All barrier curbs, curbs a minimum of 6 in. tall with a vertical face shall be marked.<br />
<br />
'''Guidance.''' Except as provided in the Option, when curb markings are used without signs to convey parking regulations, a legible word marking regarding the regulation (such as “No Parking” or “No Standing”) should be placed on the curb.<br />
<br />
'''Option.''' Curb markings without word markings or signs may be used to convey a general prohibition by statute of parking within a specified distance of a STOP sign, YIELD sign, driveway, fire hydrant or crosswalk. <br />
<br />
Local highway agencies may prescribe special colors for curb markings to supplement standard signs for parking regulation.<br />
<br />
'''Support.''' Since yellow and white curb markings are frequently used for curb delineation and visibility, it is advisable to establish parking regulations through the installation of standard signs (see [[903.5 Regulatory Signs#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|EPG 903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series)]] through [[903.5 Regulatory Signs#903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)|EPG 903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)]]. <br />
<br />
'''Standard.''' Where curbs are marked for delineation or visibility purposes, the colors shall comply with to the general principles of markings (see<br />
[[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors (MUTCD Section 3A.05)]].<br />
<br />
'''Guidance.''' Curbs should not be marked in the following cases:<br />
:A. Where the posted speed limit is 40 mph or less,<br />
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances,<br />
:C. Curbs that are mountable (less than 6 in. tall).<br />
<br />
'''Standard.''' Barrier curbs shall be marked in cases A to C if they are used to redirect the flow of traffic.<br />
[[image:620.2.23.jpg|right|350px|thumb|<center>'''Fig. 620.2.22, Typcial Markings for Barrier Curb'''</center><br />
<center>Note: Paint used on curbs shall be of the same color as the edgeline they parallel. If no edgeline is present, the curb shall be marked the appropriate color as if there was an edgeline present.</center>]]<br />
'''Option.''' The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See Fig. 620.2.22, Typical Markings for Barrier Curb). <br />
<br />
'''Guidance.''' Retroreflective solid yellow markings should be placed on approach ends of raised medians and curbs of islands that are located in the line of traffic flow where the curb serves to channel traffic to the right of the obstruction.<br />
<br />
Retroreflective solid white markings should be used when traffic is permitted pass on either side of the island.<br />
<br />
'''Support.''' Where the curbs of the islands become parallel to the direction of traffic flow, it is not necessary to mark the curbs unless an engineering study indicates the need for this type of delineation.<br />
<br />
Curbs at openings in a continuous median island need not be marked unless an engineering study indicates the need for this type of marking.<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed noses of raised medians and curbs of islands, as a supplement to or substitute for retroreflective curb markings used for delineation.<br />
<br />
==620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)==<br />
<br />
'''Guidance.''' Hash bars may be used to supplement other pavement marking which delineate locations not to be driven on. Examples of such markings are: <br />
<br />
:A. Left turn bubbles<br />
:B. No Parking areas <br />
:C. Gore Points <br />
:D. Shoulders<br />
:E. Pavement Transitions <br />
:F. Painted Medians. <br />
<br />
If there is insufficient space to place a minimum of 3 hash bars at 50 ft. intervals, the spacing should be reduced (see Fig. 620.2.23 Typical Hash Bar Markings). <br />
<br />
<div id="Fig. 620.2.23"></div><br />
[[Image:620.2.19.jpg|thumb|center|780px|<center>'''Fig. 620.2.23, Typical Hash Bar Markings'''</center>]]<br />
<br />
'''Option.''' Chevron and diagonal crosshatch markings may be used to discourage travel on certain paved areas, such as:<br />
<br />
:* shoulders<br />
:* gore areas<br />
:* flush median areas between solid double yellow centerline markings or between white channelizing lines approaching obstructions in the roadway (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|EPG 620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)]] and [[#Fig. 620.2.10.1|Figs. 620.2.10.1 and 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway]])<br />
:* between solid double yellow centerline markings forming flush medians or channelized travel paths at intersections (see [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]])<br />
:* buffer spaces between preferential lanes and general-purpose lanes (see [[620.4 Markings for Preferential Lanes (MUTCD Chapter 3D)#Fig. 620.4.2.2|Figs. 620.4.2.2 Markings for Buffer-Separated Preferential Lanes (MUTCD 3D-2)]] and [[620.4 Markings for Preferential Lanes (MUTCD Chapter 3D)#Fig. 620.4.2.5|Fig. 620.4.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways (MUTCD 3D-4)]])<br />
:* and at grade crossings (see MUTCD Part 8).<br />
<br />
'''Standard.''' Hash bars shall be marked using a 24 in. wide stripe set at a 45 degree angle to the driving lane.<br />
<br />
The standard spacing between hash bars shall be 50 ft. with a minimum of 3 hash bars being used per application.<br />
<br />
When crosshatch markings are used in paved areas that separate traffic flows in the same general direction, they shall be white and they shall be shaped as chevron markings, with the point of each chevron facing toward approaching traffic, as shown in [[#Fig. 620.2.5.1|Figs. 620.2.5.1 and 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings]], [[#Fig. 620.2.5.3|"A" of Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings]], [[#Fig. 620.2.5.5|Figs. 620.2.5.5 through 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings]] and [[#Fig. 620.2.10.2|Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
When crosshatch markings are used in paved areas that separate opposing directions of traffic, they shall be yellow diagonal markings that slant away from traffic in the adjacent travel lanes, as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]], [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]] and [[#Fig. 620.2.10.1|Both "A" and "B" of Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
When crosshatch markings are used on paved shoulders, they shall be diagonal markings that slant away from traffic in the adjacent travel lane. The diagonal markings shall be yellow when used on the left-hand shoulders of the roadways of divided highways and on the left-hand shoulders of one-way streets or ramps. The diagonal markings shall be white when used on right-hand shoulders.<br />
<br />
==620.2.24 Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)==<br />
<br />
'''Standard.''' All grade crossing pavement markings shall be retroreflectorized white. All other markings shall be in accordance with [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
On paved roadways, pavement markings in advance of a grade crossing shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with centerline markings in compliance with [[#620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)|EPG 620.2.1]]), and certain transverse lines as shown in Fig. 620.2.26.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings and Fig. 620.2.26.2, Grade Crossing Pavement Markings.<br />
<br />
Identical markings shall be placed in each approach lane on all paved approaches to grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or greater.<br />
<br />
Pavement markings shall not be required at grade crossings where the posted or statutory highway speed is less than 40 mph if an engineering study indicates that other installed devices provide suitable warning and control. Pavement markings shall not be required at grade crossings in urban areas if an engineering study indicates that other installed devices provide suitable warning and control.<br />
<br />
'''Guidance.''' When pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign. The X symbol and letters should be elongated to allow for the low angle at which they will be viewed.<br />
<br />
'''Option.''' When justified by engineering judgment, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.<br />
<br />
==620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)==<br />
<br />
'''Standard.''' On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, gates, or traffic control signals, a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) shall be installed to indicate the point behind which highway vehicles are or might be required to stop.<br />
<br />
'''Guidance.''' On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which highway vehicles are required to stop or as near to that point as practical.<br />
<br />
If a stop line is used, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 ft. in advance of the gate (if present), but no closer than 15 ft. in advance of the nearest rail.<br />
<br />
'''Option.''' On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) or a stop line may be installed to indicate the point behind which highway vehicles are required to yield or stop or as near to that point as practical.<br />
<br />
'''Guidance.''' If a yield line is used, it should be a transverse line (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) at a right angle to the traveled way and should be placed no closer than 15 ft. in advance of the nearest rail (see Fig. 620.2.26.2, Grade Crossing Pavement Markings).<br />
<br />
<div id="Fig. 620.2.28.1"></div><br />
[[Image:620.2.25.1 8B6 2020.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings (MUTCD 8B-6)'''</center>]]<br />
<br />
<div id="Fig. 620.2.28.2"></div><br />
[[Image:620.2.28.2 8B7.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.2, Grade Crossing Pavement Markings (MUTCD 8B-7)'''</center><br />
<center> Note: Refer to Fig. 620.2.25.1 for placement.</center>]]<br />
<br />
==620.2.26 Pavement Markings for Bicycle Facilities (MUTCD Section 9C)==<br />
<br />
===620.2.26.1 Functions of Markings (MUTCD Section 9C.01)===<br />
<br />
'''Support.''' Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating assigned travel paths, indicate correct position for traffic control signal actuation and provide advance information for turning and crossing maneuvers.<br />
<br />
===620.2.26.2 General Principles (MUTCD Section 9C.03)===<br />
<br />
'''Guidance.''' Bikeway design guides (see MUTCD Section 9A.05) should be used when designing markings for bicycle facilities.<br />
<br />
'''Standard.''' Markings used on bikeways shall be retroreflectorized.<br />
<br />
'''Guidance.''' Pavement marking word messages, symbols, and/or arrows should be used in bikeways where appropriate. Consideration should be given to selecting pavement marking materials that will minimize loss of traction for bicycles under wet conditions.<br />
<br />
'''Standard.''' The colors, width of lines, patterns of lines, symbols, and arrows used for marking bicycle facilities shall be as defined in [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5]], [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6]] and [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]].<br />
<br />
'''Support.''' All the figures in EPG 620.2.26 show examples of the application of lines, word messages, symbols and arrows on designated bikeways.<br />
<br />
'''Option.''' A dotted line may be used to define a specific path for a bicyclist crossing an intersection (see Figure 620.2.26.4.1) as described in EPG 620.1.6 and [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8]].<br />
<br />
===620.2.26.3 Marking Patterns and Colors on Shared-Use Paths (MUTCD Section 9C.03)=== <br />
<br />
'''Option.''' Where shared-use paths are of sufficient width to designate two minimum width lanes, a solid yellow line may be used to separate the two directions of travel where passing is not permitted, and a broken yellow line may be used where passing is permitted (see Fig. 620.2.26.4.2).<br />
<br />
'''Guidance.''' Broken lines used on shared-use paths should have the usual 1-to-3 segment-to-gap ratio. A nominal 3 ft. segment with a 9 ft. gap should be used.<br />
<br />
If conditions make it desirable to separate two directions of travel on shared-use paths at particular locations, a solid yellow line should be used to indicate no passing and no traveling to the left of the line.<br />
<br />
Markings as shown in Fig 620.2.26.4.2 should be used at the location of obstructions in the center of the path, including vertical elements intended to physically prevent unauthorized motor vehicles from entering the path.<br />
<br />
'''Option.''' A solid white line may be used on shared-use paths to separate different types of users. The R9-7 sign (see MUTCD Section 9B.12) may be used to supplement the solid white line.<br />
<br />
Smaller size letters and symbols may be used on shared-use paths. Where arrows are needed on shared-use paths, half-size layouts of the arrows may be used (see [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]]).<br />
<br />
===620.2.26.4 Markings for Bicycle Lanes (MUTCD Section 9C.04)===<br />
<br />
'''Support.''' Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.<br />
<br />
'''Standard.''' Longitudinal pavement markings shall be used to define bicycle lanes.<br />
<br />
'''Guidance.''' If used, bicycle lane word, symbol, and/or arrow markings (see Figure 620.2.26.4.3) should be placed at the beginning of a bicycle lane and at periodic intervals along the bicycle lane based on engineering judgment.<br />
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'''Standard.''' If the bicycle lane symbol marking is used in conjunction with word or arrow messages, it shall precede them.<br />
<br />
'''Option.''' If the word, symbol, and/or arrow pavement markings shown in Figure 620.2.26.4.3 are used, Bike Lane signs (see MUTCD Section 9B.04) may also be used, but to avoid overuse of the signs not necessarily adjacent to every set of pavement markings.<br />
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'''Standard.''' A through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.<br />
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'''Support.''' A bicyclist continuing straight through an intersection from the right of a right-turn lane or from the left of a left-turn lane would be inconsistent with normal traffic behavior and would violate the expectations of right- or left-turning motorists.<br />
<br />
'''Guidance.''' When the right through lane is dropped to become a right turn only lane, the bicycle lane markings should stop at least 100 ft. before the beginning of the right-turn lane. Through bicycle lane markings should resume to the left of the right turn only lane.<br />
<br />
An optional through-right turn lane next to a right turn only lane should not be used where there is a through bicycle lane. If a capacity analysis indicates the need for an optional through-right turn lane, the bicycle lane should be discontinued at the intersection approach.<br />
<br />
Posts or raised pavement markers should not be used to separate bicycle lanes from adjacent travel lanes.<br />
<div id="Fig. 620.2.26.4.1"></div><br />
[[image:620.2.29.4.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.1, Example of Intersection Pavement Markings – Designated Bicycle Lane with Left-Turn Area, Heavy Turning Volumes, Parking, One-Way Traffic or Divided Highway (MUTCD Fig. 9C-1)'''</center>]] <br />
<div id="Fig. 620.2.26.4.2"></div><br />
[[image:620.2.29.4.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.2, Examples of Centerline Markings for shared-Use Paths (MUTCD Fig. 9C-2)'''</center>]]<br />
<br />
'''Support.''' Using raised devices creates a collision potential for bicyclists by placing fixed objects immediately adjacent to the travel path of the bicyclist. In addition, raised devices can prevent vehicles turning right from merging with the bicycle lane, which is the preferred method for making the right turn. Raised devices used to define a bicycle lane can also cause problems in cleaning and maintaining the bicycle lane.<br />
<br />
'''Standard.''' Bicycle lanes shall not be provided on the circular roadway of a roundabout.<br />
<br />
'''Guidance.''' Bicycle lane markings should stop at least 100 ft. before the crosswalk, or if no crosswalk is provided, at least 100 ft. before the yield line, or if no yield line is provided, then at least 100 ft. before the edge of the circulatory roadway.<br />
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'''Support.''' Examples of bicycle lane markings at right-turn lanes are shown in Figures 620.2.26.4.1, 620.2.26.7.1 and 620.2.26.7.2. Examples of pavement markings for bicycle lanes on a two-way street are shown in Figure 620.2.26.7.3. Pavement word message, symbol and arrow markings for bicycle lanes are shown in Figure 620.2.26.4.3.<br />
<div id="Fig. 620.2.26.4.3"></div> <br />
[[image:620.2.29.4.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.3, Word, Symbol and Arrow Pavement Markings for Bicycle Lanes (MUTCD Fig. 9C-3)</center>]]<br />
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===620.2.26.5 Pavement Markings for Obstructions (MUTCD Section 9C.06)===<br />
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'''Guidance.''' In roadway situations where it is not practical to eliminate a drain grate or other roadway obstruction that is inappropriate for bicycle travel, white markings applied as shown in Figure 620.2.26.7.5 should be used to guide bicyclists around the condition.<br />
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===620.2.26.6 Shared Lane Marking (MUTCD Section 9C.07)===<br />
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'''Option.''' The Shared Lane Marking shown in Fig. 620.2.26.6.6 may be used to:<br />
<br />
'''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,<br />
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'''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,<br />
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'''C.''' Alert road users of the lateral location bicyclists are likely to occupy within the traveled way,<br />
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'''D.''' Encourage safe passing of bicyclists by motorists, and<br />
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'''E.''' Reduce the incidence of wrong-way bicycling.<br />
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'''Guidance.''' The Shared Lane Marking should not be placed on roadways that have a speed limit above 35 mph.<br />
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'''Standard.''' Shared Lane Markings shall not be used on shoulders or in designated bicycle lanes.<br />
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'''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 11 ft. from the face of the curb, or from the edge of the pavement where there is no curb.<br />
<br />
If used on a street without on-street parking that has an outside travel lane that is narrower than 14 ft., the centers of the Shared Lane Markings should be at least 4 ft. from the face of the curb, or from the edge of the pavement where there is no curb.<br />
<br />
If used, the Shared Lane Marking should be placed immediately after an intersection and spaced at intervals not greater than 250 ft. thereafter.<br />
<br />
'''Option.''' MUTCD Section 9B.06 describes a Bicycles May Use Full Lane sign that may be used in addition to or instead of the Shared Lane Marking to inform road users that bicyclists might occupy the travel lane.<br />
<div id="Fig. 620.2.26.6.1"></div><br />
[[image:620.2.29.7.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.1, Example of Bicycle Lane Treatment at a Right Turn Only Lane (MUTCD Fig. 9C-4)</center>]]<br />
<div id="Fig. 620.2.26.6.2"></div><br />
[[image:620.2.29.7.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.2, Example of Bicycle Lane Treatment at Parking Lane into a Right turn Only Lane (MUTCD Fig. 9C-5)</center>]]<br />
<div id="Fig. 620.2.26.6.3"></div><br />
[[image:620.2.29.7.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.3, Example of Pavement Markings for Bicycle Lanes on a Two-Way Street (MUTCD Fig. 9C-6)</center>]]<br />
<div id="Fig. 620.2.26.6.4"></div><br />
[[image:620.2.29.7.4.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.4, Bicycle Detector Pavement Marking (MUTCD Fig. 9C-7)</center>]]<br />
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[[image:620.2.29.7.5.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.5, Examples of Obstruction Pavement Markings (MUTCD Fig. 9C-8)</center>]] <br />
<div id="Fig. 620.2.26.6.6"></div><br />
[[image:620.2.29.7.6.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.6, Shared Lane Marking (MUTCD Fig. 9C-9)</center>]]<br />
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[[Category:620 Pavement Marking|620.02]]</div>Legged1https://epg.modot.org/index.php?title=617.1_Temporary_Traffic_Barriers&diff=51779617.1 Temporary Traffic Barriers2022-08-24T15:07:27Z<p>Legged1: update link</p>
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<div>[[image:617.1.1 temp concrete traffic barrier.jpg|left|200px]]<br />
Temporary traffic barrier prevents vehicles from entering the work area or to separate vehicles in temporary two-lane, two-way traffic on normally divided highways. The use of temporary traffic barrier instead of standard temporary traffic control measures is based on engineering judgment. However, temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans.<br />
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[[image:617.1 Temporary Concrete Traffic Barrier.jpg|right|250px|thumb|<center>'''Older Version of Temporary Concrete Traffic Barrier'''</center>]]<br />
<br />
Barrier design has several critical components to perform properly:<br />
:1) Lateral Deflection – The distance that the barrier travels laterally, after an impact, under the guidance of NCHRP 350 or MASH 2016.<br />
:2) Buffer Area (Lateral) – Normally the area behind the barrier, equal to lateral deflection, that must be free of storage items (material, equipment, etc.) that may hinder the barrier’s crashworthiness. <br />
:3) Minimum Deployment Length – Minimum length of barrier needed to perform as tested under NCHRP 350 or MASH 2016 criteria. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper. <br />
<br />
At times, the placement of barriers may require a minimum buffer area, since many types of barriers can be anchored on asphalt and concrete pavements to reduce the lateral deflection. Bridge Division and the district core team shall determine and coordinate when anchoring barriers is needed on a particular project. If a particular barrier type and anchoring system is not specified, the plans shall provide guidance of the placement of barrier and the appropriate buffer area needed for the project. <br />
<div id="When traffic barrier is required to be moved"></div><br />
'''Relocating Temporary Traffic Barrier'''<br />
<br />
When traffic barrier is required to be moved as part of the staging or construction sequence proposed by MoDOT, the appropriate pay item for relocating temporary traffic barrier should be included. Use of the relocating pay item should be limited to the shifting of furnished barrier for traffic switches between phases, but in the same general area. In other words, relocation should only be used when the barrier can be reasonably picked up and re-set with a single piece of equipment. Conversely, if barrier must be loaded and trucked to a new location, separate payment should be provided for “furnishing” at the new location. For example, for a project with 3 bridge deck overlays that requires 600 feet of barrier per bridge, and the barrier must be shifted to the opposite side of centerline between phases, you would set up 1,800 feet of furnishing barrier and 1,800 feet of relocating barrier. This would be the case even if the contract disallowed the bridges to be worked on concurrently. This method is due to the fact that the cost to load and truck barrier is very near the cost of “furnishing”. Also, the summary of quantities table and traffic control plan should clearly demonstrate the designer’s intent for payment of “relocating” barrier vs. “furnishing” barrier (location, length, phase, etc.).<br />
<br />
Contractors are not required to paint temporary concrete traffic barriers because delineators are used. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.<br />
<br />
An abbreviated description of several types of barriers are described below. For additional information and standard drawings refer to [http://www.modot.mo.gov/business/standards_and_specs/endterminals.htm End Terminal and Barrier Systems].<br />
<br />
==617.1.1 Temporary Concrete Traffic Barrier – Type F==<br />
<br />
The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection into both work areas and lane separation situations. A buffer area is an unprotected or unshielded area. Freestanding installations when used near unprotected bridge decks (refer to project bridge plans) or open roadway excavations (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]) both require 3 ft. buffer area behind the barrier.<br />
<br />
On projects where freestanding installations cannot be used and lateral deflection must be limited further, then tie-down straps system, anchor bolt system through deck, or anchor pin system shall be used. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) <br />
<br />
On projects with asphalt material tie-down straps system and anchor bolt system cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects barriers may be installed with an asphalt barrier pin system as shown in Standard Plan 617.20. The use of asphalt pin system shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt pad shall be a minimum of 30 in. wide through the pinned down area. <br />
<br />
Projects may have freestanding barrier transition into anchored barriers or permanent barriers. The major concern of transitioning freestanding barriers into anchored/permanent barriers is pocketing the vehicle into the barrier system. Each transition situation has a specific design (refer to Standard Plan 617.20).<br />
<br />
[http://www.modot.org/business/contractor_resources/biditemslisting.htm Pay items] are available for Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section as well as pay items for relocating Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section.<br />
<br />
<br />
[[image:617.1 delineator.jpg|left|150px|thumb|<center>'''Delineators usually are at 50-ft. intervals'''</center>]]<br />
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==617.1.2 Alternative Temporary Traffic Barrier==<br />
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===617.1.2.1 10 ft. Cross Bolt Temporary Concrete Barrier===<br />
The preferred installation method for this traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 27 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 10 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.<br />
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===617.1.2.2 30-foot Cross Bolt Temporary Concrete Barrier===<br />
The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 19 in. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 19 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 30 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.<br />
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===617.1.2.3. Proprietary Temporary Traffic Barrier===<br />
Proprietary temporary traffic barrier (PTTB) may be used in lieu of Type F temporary concrete traffic barrier. When PTTB is used for work areas or lane separation situations, the required buffer area shall be based upon the dynamic deflection exhibited in the manufacture’s crash testing results. <br />
<br />
When freestanding installations are used on unprotected bridge decks, a buffer area shall be required based on the NCHRP 350 or MASH 2016 TL-3 dynamic lateral deflection roadway excavation edge drop-offs and equipment and material storage locations. NCHRP 350 or MASH 2016 TL-3 tested anchoring systems may be used to reduce the above buffer area, dependent on manufacturer’s recommendation.<br />
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===617.1.2.4 Water-Filled Barrier===<br />
Besides being just a temporary traffic barrier, water-filled barriers (WFB) have been proven to be a channelization enhancement to the work zone. The core team may consider the use of WFB within urban areas.<br />
<br />
The core team may consider using WFB as channelization enhancement to:<br />
:a) Clearly define entrances and exits.<br />
:b) Provide a separation between pedestrian and traveled way in areas of 45 mph or less. For higher speeds, a lateral deflection and buffer area review will be required for the separation of pedestrians and travel way.<br />
:c) Define traffic lanes with a wall separating or keeping the traffic in the proper lanes. <br />
<br />
Many WFB systems do not need an end treatment since the WFB system create their own work zone end treatment.<br />
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===617.1.2.5 Moveable Traffic Barrier System===<br />
Moveable Traffic Barrier Systems (MTBS) are barrier segments that can be frequently transferred from one lane to another lane by way of a specialized machine. This system allows quick increases in the directional capacity of the roadway. The optimum use of the MTBS is when work zones will affect the number of lanes for commuting traffic. <br />
<br />
Due to the expense, the core team shall perform a benefit/cost study for the use of the system. Since the MTBS use will be minimal, the use of the Moveable Traffic Barrier JSP will need to be inserted into the contract.<br />
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==617.1.3 Temporary Concrete Traffic Barrier End Treatments==<br />
Exposed temporary concrete traffic barrier ends are treated in one of the following methods (see [[media:616.1.2 Sign Spacing Device Spacing Apr 2011.pdf|Figure 616.1.2]]).<br />
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===617.1.3.1 Barrier Flare===<br />
The barrier run may be flared to the limits of the clear zone. The existing shoulder slope or median slope may be too steep for this type of installation. If this is the case, temporary grading should be provided or a different end treatment should be used. The Roadside Design Guide contains recommended barrier placement in non-level medians. These guidelines also apply to outside shoulders.<br />
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===617.1.3.2 Barrier Height Transition===<br />
A barrier height transition is designed to redirect traffic away from the blunt end of the barrier. A barrier height transition, as shown on [https://www.modot.org/media/16894 Standard Plan 617.20], is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility is 35 mph or less. When specified, quantities are calculated and shown on the plans.<br />
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===617.1.3.3 Crash Cushion===<br />
Crash cushions are designed to absorb energy of an impacting vehicle and reduce the force on a passenger to an acceptable level. An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities. Sand barrels are discussed in [[:Category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]]. Applicable pay items are included in the plans. Special provisions are provided in the plans for non-standard devices. The types of crash cushions currently used are as follows:<br />
<br />
*'''617.1.3.3.1 Impact Attenuators (Sand Barrels).''' This system consists of a group of freestanding sand barrels and is discussed in [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]]. <br />
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*'''617.1.3.3.2 Work Zone Crash Cushions.''' These alternate crash cushions may be used when sufficient width is not available for sand barrels. These are typically used on the ends of temporary two-lane, two-way sections on divided highways. For temporary installations, refer to [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for a list of approved work zone crash cushions.<br />
[[image:617.1.5 Maintenance concerns.jpg|right|125px|thumb|<center>'''Maintenance Concerns'''</center>]]<br />
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==617.1.4 Temporary Glare Screens==<br />
Temporary glare screens in work zones consist of modular units installed on top of temporary concrete traffic barrier. Temporary glare screens prevent headlight glare. Glare screens may also be used to block the driver’s view of construction activities. Glare screens are not used where they could restrict driver visibility and sight distance. Use of these units are limited due to installation and maintenance concerns to areas where work zone activities could impact the flow of traffic, or geometrics could create a blinding effect on drivers. When specified, quantities are calculated and shown on the plans.<br />
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[[Category:617 Traffic Barrier]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=51732616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2022-08-09T17:31:04Z<p>Legged1: Added letter "O" to detour sign numbers.</p>
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<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
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'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
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'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
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As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
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FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
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'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
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All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
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==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
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'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on an orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
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'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
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'''Option.''' Signs may be made of rigid or flexible material.<br />
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'''Guidance.''' Where the color orange is required, the MoDOT fluorescent orange color should be used, unless specifically stated in the plans.<br />
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'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
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===616.6.2.1 Existing Sign Use===<br />
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'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
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===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
<br />
Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on orange signs with MoDOT fluorescent orange sheeting. Work zone regulatory signs are identical to permanent regulatory signs with MoDOT Type 3 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend on orange background with MoDOT fluorescent orange sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on an MoDOT fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a MoDOT Type 3 yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds. MoDOT has special specifications of fluorescent sheeting.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]]. <br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on an MoDOT fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on an MoDOT fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on an orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, milling and paving or those with moving operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating MoDOT fluorescent orange and MoDOT Type 3 white retroreflective stripes that are 4 in. to 6 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide MoDOT Type 3 or 5 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal MoDOT fluorescent orange and MoDOT Type 3 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating MoDOT Type 3 orange and MoDOT type 3 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on an MoDOT Fluorescent orange background. The stripes on the bottom rail shall be alternating MoDOT Fluorescent orange and MoDOT Type 3 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary [[:Category:626 Rumble Strips|Rumble Strips]] (MUTCD 6F.87)==<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips shall be used in accordance with this guidance. Permanent rumble strips are discussed in [[:Category:626 Rumble Strips|EPG 626 Rumble Strips]].<br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of raised elongated bumps placed upon the surface of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone. Since each project is unique, the Core Team should decide when temporary rumble strips should be included in the project. <br />
<br />
<u>[http://spexternalsignin/sites/de/JSP/JSP1304.doc Long-term Rumble Strips]</u><br />
<br />
The long-term rumble strips are made with an adhesive backing to prevent movement. A set of long-term rumble strips shall consist of 5 strips spaced 10 to 12 ft. on center.<br />
<br />
Milled long-term rumble strips are an option for projects that will go into the winter months. See EPG 626 Rumble Strips for milled rumble strip guidance. The milled pavement shall be repaired by the contractor prior to project completion. <br />
<br />
<u>[http://spexternalsignin/sites/de/JSP/JSP1305.doc Short-term Rumble Strips]</u><br />
<br />
The short-term rumble strips are made to be portable and stable, without using adhesive or other anchoring. They are thicker, wider and heavier than long-term rumble strips, but can be easily moved with the work zone operation. Due to their weight, appropriate caution should be taken when handling short-term rumble strips by using proper lifting techniques. A set of short-term rumble strips shall consist of 3 strips spaced a minimum of 10 ft. on center.<br />
<br />
Job Special Provisions for long- and short-term rumble strips are required when included in projects.<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations. <br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Support.''' Temporary rumble strips are used on roadways posted 50 mph and above. Temporary rumble strips are optional for posted speed limits lower than 50 mph.<br />
<br />
Temporary rumble strips should not be placed on horizontal curves. <br />
<br />
Care should be taken when placing temporary rumble strips on vertical curves. Avoid placement at or just beyond a steep crest.<br />
<br />
Temporary rumbles work best when they are in complete contact with the roadway surface, therefore they should not be used on heavily rutted roadways.<br />
<br />
Temporary rumble strips should not be placed through pedestrian crossings or on bicycle routes. <br />
<br />
When temporary rumble strips are placed on roadways used by bicyclists, attempts should be made to provide a clear path of 4 ft. at each edge of the roadway or on each paved shoulder. One method to provide the clear path is to offset the temporary rumble strip from the center of the lane. <br />
<br />
'''Guidance.''' Temporary rumble strips that are too long for the lane width may overhang onto a shoulder if approved by the engineer. Four ft. of shoulder should be available to bicyclists when applicable. <br />
<br />
Temporary rumble strips shall be periodically checked for movement and corrected when needed. The frequency of checks shall be sufficient to limit the negative impacts and perceptions associated with misaligned rumble strips. Checks shall become more frequent with poor performance. <br />
<br />
Short term rumble strips should be used when workers are present to monitor the rumble strips for possible shifting. <br />
<br />
Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause movement of the strips and require more effort than otherwise would be needed to keep them in place; relocating the rumble strips may be necessary if movement persists.<br />
<br />
<br />
===Fig. 616.6.87.1 Rumble Strip Placement in Flagging Operations===<br />
[[image:Fig 616.6.87.1.1 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.1.2 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.1.3 2021.jpg|center|800px]]<br />
<br />
===Fig. 616.6.87.2 Rumble Strip Placement on a Divided Highway===<br />
[[image:Fig 616.6.87.2.1 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.2.2 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.2.3 2021.jpg|center|800px]]<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://spexternal.modot.mo.gov/sites/de/JSP/NJSP2106.docx?d=wec3fa9082eb645edbb9e979c1049b745 NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)&diff=51731616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)2022-08-09T16:37:04Z<p>Legged1: Added letter "O" to sign numbers in Table 616.6.59</p>
<hr />
<div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br />
<br />
'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br />
<br />
'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br />
<br />
Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br />
<br />
FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br />
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]<br />
<br />
'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br />
<br />
All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br />
<br />
==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br />
<br />
'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br />
<br />
'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on an orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br />
<br />
'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br />
<br />
'''Option.''' Signs may be made of rigid or flexible material.<br />
<br />
'''Guidance.''' Where the color orange is required, the MoDOT fluorescent orange color should be used, unless specifically stated in the plans.<br />
<br />
'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br />
<br />
===616.6.2.1 Existing Sign Use===<br />
<br />
'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove". <br />
<br />
To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br />
<br />
In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br />
<br />
===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br />
{| style="margin: 1em auto 1em auto" align=right<br />
|-<br />
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]<br />
|}<br />
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.<br />
<br />
Flag assemblies shall be used on the following signs (daytime only):<br />
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.<br />
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.<br />
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]<br />
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.<br />
<br />
'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br />
<div id="The “Advance Warning Rail System” (AWRS)"></div><br />
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br />
<br />
:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br />
:2. A crashworthy skid-mounted sign and rail assembly.<br />
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br />
<br />
===616.6.2.3 Sign Dimension===<br />
<br />
Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on orange signs with MoDOT fluorescent orange sheeting. Work zone regulatory signs are identical to permanent regulatory signs with MoDOT Type 3 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend on orange background with MoDOT fluorescent orange sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br />
<br />
Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br />
<br />
Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br />
<br />
==616.6.3 Sign Placement (MUTCD 6F.03)==<br />
<br />
===616.6.3.1 Sign Location===<br />
<br />
'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
===616.6.3.2 Sign Height===<br />
<br />
'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br />
<br />
'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br />
<br />
Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br />
<br />
The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br />
<br />
'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br />
<br />
'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br />
<br />
'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br />
<br />
'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br />
<br />
===616.6.3.3 Sign Mounting and Payment=== <br />
<br />
'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br />
<br />
'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br />
<br />
The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br />
<br />
Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br />
<br />
'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br />
<br />
These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br />
<br />
A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br />
<br />
Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br />
<br />
Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br />
<br />
When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br />
<br />
[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]<br />
<br />
[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]<br />
<br />
<br />
'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br />
<br />
These signs are constructed of a rigid substrate. <br />
<br />
A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br />
<br />
A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br />
<br />
[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]<br />
<br />
'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br />
<br />
For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br />
<br />
[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]<br />
<br />
'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br />
<br />
In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br />
<br />
[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]<br />
<br />
<br />
If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br />
<br />
==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br />
<br />
'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br />
<br />
Signs that have lost significant legibility should be promptly replaced.<br />
<br />
[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br />
<br />
'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br />
<br />
==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br />
<br />
'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br />
<br />
'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br />
<br />
==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br />
<br />
'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br />
<br />
'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br />
<br />
==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br />
<br />
'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br />
<br />
'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br />
<br />
===<center>Table 616.6.7</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br />
|-<br />
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br />
|-<br />
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br />
|-<br />
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br />
|-<br />
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br />
|-<br />
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br />
|-<br />
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br />
|-<br />
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br />
|-<br />
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br />
|-<br />
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br />
|-<br />
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br />
|-<br />
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br />
|-<br />
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br />
|-<br />
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br />
|-<br />
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br />
|-<br />
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br />
|-<br />
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br />
|}<br />
</center><br />
<br />
'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br />
<br />
'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br />
<br />
'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br />
<br />
'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br />
<br />
'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br />
<br />
'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br />
<br />
==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br />
[[image:R11-2.gif|center|150px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br />
<br />
[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]<br />
<br />
==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]<br />
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br />
<br />
In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br />
<br />
In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br />
<br />
==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]<br />
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br />
<br />
When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br />
<br />
==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]<br />
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]<br />
|}<br />
<br />
'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br />
<br />
WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br />
<br />
==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br />
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]<br />
<br />
'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br />
<br />
'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br />
<br />
==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br />
|-<br />
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14<br />
|-<br />
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14<br />
|-<br />
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14<br />
|-<br />
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14<br />
|-<br />
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14<br />
|}<br />
</center><br />
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (M4-9a) signs or Pedestrian Detour (M4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br />
<br />
The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br />
<br />
The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br />
<br />
The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br />
<br />
The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br />
<br />
'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br />
<br />
Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br />
<br />
==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br />
<br />
'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br />
<br />
'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br />
<br />
'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on an MoDOT fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a MoDOT Type 3 yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds. MoDOT has special specifications of fluorescent sheeting.<br />
<br />
The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br />
<br />
'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br />
<br />
Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br />
<br />
In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br />
<br />
'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br />
<br />
Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br />
<br />
'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br />
<br />
'''Option.''' Advance warning signs may be used singly or in combination.<br />
<br />
Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br />
<br />
==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br />
<br />
'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br />
<br />
Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br />
<br />
'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br />
<br />
'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br />
<br />
'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br />
<br />
'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br />
<br />
===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br />
<br />
To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]]. <br />
<br />
===616.6.17.2 Signs in Narrow Medians===<br />
<br />
Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br />
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]<br />
<br />
===616.6.17.3 Signing for Mobile Operations===<br />
<br />
Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br />
<br />
The most common mobile operation used with construction projects is the installation of pavement<br />
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br />
<br />
==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br />
[[image:WO20-1.jpg|center|180px]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br />
<br />
Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br />
<br />
'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br />
|-<br />
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br />
|}<br />
</center><br />
<br />
'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br />
<br />
'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br />
<br />
These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br />
<br />
Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br />
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]<br />
<br />
Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br />
<br />
Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br />
<br />
Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br />
<br />
==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br />
[[image:WO20-3.jpg|center|110px]]<br />
<br />
'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br />
<br />
'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br />
[[image:WO20-4.jpg|center|110px]]<br />
<br />
'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]<br />
|}<br />
<br />
'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br />
<br />
For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br />
<br />
'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br />
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br />
the center lane.<br />
<br />
==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br />
<br />
See EPG 616.6.22.<br />
<br />
==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br />
[[image:616.6.24.jpg|center|260px]]<br />
<br />
'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br />
<br />
==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br />
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br />
<br />
==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]<br />
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br />
<br />
'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br />
<br />
'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br />
<br />
==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]<br />
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]<br />
|}<br />
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br />
<br />
'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br />
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br />
<br />
==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br />
<br />
'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br />
<br />
==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]<br />
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br />
<br />
==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br />
<br />
MoDOT does not use this sign.<br />
<br />
==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]<br />
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]<br />
|}<br />
<br />
'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br />
<br />
'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br />
<br />
==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]<br />
|}<br />
<br />
'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br />
<br />
'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br />
<br />
'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br />
<br />
'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br />
<br />
==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br />
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]<br />
<br />
'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br />
<br />
==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br />
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]<br />
<br />
'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br />
<br />
'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br />
<br />
==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br />
<br />
These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br />
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br />
<br />
==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br />
<br />
Refer to EPG 616.6.40.<br />
<br />
==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]<br />
|}<br />
<br />
The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br />
<br />
'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br />
<br />
==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br />
<br />
[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]<br />
<br />
'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br />
<br />
==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br />
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]<br />
<br />
Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br />
<br />
When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br />
<br />
In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br />
<br />
[[image:616.6.46.jpg|center|740px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''<br />
|}<br />
<center>'''Steel Plate Delineation'''</center>]]<br />
<br />
==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br />
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]<br />
<br />
These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br />
<br />
When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br />
<br />
: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br />
<br />
: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br />
<br />
:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br />
<br />
:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br />
<br />
:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br />
<br />
==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br />
<br />
'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br />
<br />
'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br />
<br />
'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br />
<br />
'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.48===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br />
|-<br />
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br />
<br />
'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br />
<br />
'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br />
<br />
'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br />
<br />
Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br />
<br />
===<center>Table 616.6.49</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br />
|-<br />
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br />
|-<br />
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br />
|}<br />
</center><br />
<br />
==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br />
<br />
'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br />
<br />
Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.<br />
<br />
'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on an MoDOT fluorescent orange background.<br />
<br />
Below the table, additional information is provided for the following signs.<br />
<br />
===<center>Table 616.6.50</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br />
|-<br />
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br />
|-<br />
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br />
|-<br />
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br />
|-<br />
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br />
|-<br />
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br />
|-<br />
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br />
|-<br />
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br />
|-<br />
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br />
|-<br />
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br />
|-<br />
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br />
|-<br />
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br />
|-<br />
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br />
|-<br />
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br />
|-<br />
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br />
|-<br />
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br />
|-<br />
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br />
|-<br />
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br />
|-<br />
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br />
|-<br />
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br />
|-<br />
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br />
|-<br />
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br />
|-<br />
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br />
|-<br />
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br />
|-<br />
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br />
|-<br />
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br />
|-<br />
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br />
|-<br />
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br />
|-<br />
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br />
|-<br />
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br />
|}<br />
</center><br />
<br />
'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br />
<br />
'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br />
<br />
'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br />
<br />
'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br />
<br />
'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br />
<br />
'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br />
<br />
When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br />
<br />
These signs, if used, are furnished by the contractor at the contractor's expense.<br />
<br />
'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br />
<br />
'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br />
<br />
'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br />
<br />
'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br />
<br />
'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br />
<br />
'''Object Markers.''' <br />
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br />
<br />
:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br />
<br />
:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.51 Project Signs==<br />
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]<br />
'''Option.''' Project signs may be used to inform the public or convey safety messages. <br />
<br />
'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br />
<br />
===616.6.51.1 RATE OUR WORK ZONE Sign===<br />
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey]. <br />
{| style="margin: 1em auto 1em auto" align="left" <br />
|-<br />
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|-<br />
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]<br />
|}<br />
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.<br />
<br />
===616.6.51.2 "Point of Presence" Sign===<br />
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br />
<br />
This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br />
<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]<br />
|-<br />
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]<br />
|}<br />
<br />
<br />
The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br />
<br />
Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br />
<br />
The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br />
<br />
<div id="The options available to the designer"></div><br />
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br />
<br />
:* Bridge Improvements <br />
:* New Bridge <br />
:* Intersection Improvement <br />
:* Road Improvements <br />
:* Road Resurfacing <br />
:* New Signals <br />
:* New Intersection <br />
:* New Pavement <br />
:* Signal Improvements <br />
:* Pavement Repair <br />
:* Road Widening <br />
:* Safety Improvements <br />
:* Lane Additions <br />
:* New Interchange <br />
:* Surface Improvements <br />
<br />
The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br />
with the year.<br />
<br />
===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===<br />
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br />
<br />
[[image:616.6.51.3.jpg|center|300px]]<br />
<br />
This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br />
<br />
==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br />
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br />
<br />
'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br />
<br />
==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br />
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]<br />
<br />
'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br />
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br />
<br />
'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br />
<br />
'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br />
<br />
==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br />
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]<br />
<br />
'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br />
<br />
==616.6.55 Guide Signs (MUTCD 6F.55)==<br />
<br />
'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].<br />
<br />
'''Guidance.''' The following guide signs should be used in TTC zones as needed:<br />
<br />
:A. Standard route markings, where temporary route changes are necessary,<br />
:B. Directional signs and street name signs, and<br />
:C. Special guide signs relating to the condition or work being done.<br />
<br />
'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on an MoDOT fluorescent orange background.<br />
<br />
'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on an orange background.<br />
<br />
When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br />
<br />
==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br />
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]<br />
<br />
'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, milling and paving or those with moving operations. The mileage on the road construction sign is rounded to the nearest mile.<br />
<br />
'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br />
<br />
'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br />
<br />
==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br />
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]<br />
<br />
'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br />
<br />
'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br />
<br />
==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==<br />
<br />
'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br />
<br />
'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br />
<br />
===<center>Table 616.6.58</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br />
|-<br />
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a<br />
|}<br />
</center><br />
<br />
==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br />
<br />
'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br />
<br />
'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br />
<br />
The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br />
<br />
The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br />
<br />
'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br />
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br />
<br />
A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (M4-9) sign to indicate the name of the street being detoured.<br />
<br />
'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br />
<br />
'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br />
<br />
The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br />
<br />
'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br />
<br />
'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br />
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br />
<br />
===<center>Table 616.6.59</center>===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section<br />
|-<br />
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br />
|-<br />
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|-<br />
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br />
|}<br />
</center><br />
<br />
==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br />
<br />
'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br />
[[image:616.3 CMS.JPG|right|400px]]<br />
<br />
Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br />
<br />
Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br />
<br />
The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br />
<br />
:A. Conveying complex messages,<br />
:B. Displaying real time information about conditions ahead, and<br />
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br />
<br />
Some typical applications include the following:<br />
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br />
|}<br />
<br />
:A. Where the speed of vehicular traffic is expected to drop substantially;<br />
:B. Where significant queuing and delays are expected;<br />
:C. Where adverse environmental conditions are present;<br />
:D. Where there are changes in alignment or surface conditions;<br />
:E. Where advance notice of ramp, lane, or roadway closures is needed;<br />
:F. Where crash or incident management is needed; and/or<br />
:G. Where changes in the road user pattern occur.<br />
<br />
'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br />
<br />
'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br />
<br />
'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br />
<br />
'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br />
<br />
'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br />
<br />
'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br />
<br />
'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br />
<br />
The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Option.''' The changeable message sign may vary in size.<br />
<br />
'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br />
<br />
'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br />
<br />
'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br />
<br />
'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br />
<br />
All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br />
<br />
:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br />
<br />
::1. The problem or situation that the road user will encounter ahead,<br />
<br />
::2. The location of or distance to the problem or situation, and<br />
<br />
::3. The recommended driver action.<br />
<br />
:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br />
<br />
'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br />
<br />
In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br />
<br />
The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br />
<br />
Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br />
<br />
The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br />
<br />
'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br />
<br />
When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br />
<br />
Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br />
<br />
Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br />
<br />
Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br />
<br />
==616.6.61 Arrow Boards (MUTCD 6F.61)==<br />
<br />
'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br />
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br />
<br />
An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br />
<br />
Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br />
<br />
Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br />
<br />
Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br />
<br />
'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u><br />
<br />
'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements<br />
|-<br />
|B|| 60 in. X 30 in.|| ¾ mile|| 15<br />
|-<br />
|C|| 96 in. X 48 in.|| 1 mile|| 15<br />
|-<br />
|D|| None'''*'''||½ mile|| 12<br />
|-<br />
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br />
|}<br />
<br />
</center><br />
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br />
<br />
All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br />
<br />
'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br />
<br />
A vehicle-mounted arrow board should be provided with remote controls.<br />
<br />
'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br />
<br />
'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br />
<br />
'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br />
<br />
'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br />
<br />
'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br />
An arrow board shall have the following three mode selections:<br />
<br />
:A. A Flashing Arrow or Sequential Arrow mode;<br />
:B. A Flashing Double Arrow mode; and<br />
:C. A Flashing Caution or Alternating Diamond Caution mode.<br />
<div id="Sign Display"></div><br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type<br />
|-<br />
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations<br />
|-<br />
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations<br />
|-<br />
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br />
|-<br />
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br />
Operations<br />
|-<br />
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br />
|}<br />
</center><br />
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br />
<br />
'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br />
<br />
Where the shoulder is narrow, the arrow board should be located in the closed lane.<br />
<br />
'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br />
<br />
'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br />
<br />
For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br />
<br />
'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br />
<br />
'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br />
<br />
==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br />
<br />
MoDOT does not use the High-Level Warning Devices.<br />
<br />
==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]<br />
|}<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]<br />
|}<br />
<br />
'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br />
<br />
'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br />
<br />
Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br />
<br />
'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br />
<br />
Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br />
<br />
'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br />
<br />
'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br />
<br />
Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br />
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br />
<br />
'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br />
<br />
'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br />
<br />
'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br />
<br />
'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br />
<br />
==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br />
<br />
===616.6.64.1 Cones===<br />
<br />
'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br />
<br />
'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br />
<br />
Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Option.''' Cones may be doubled up to increase their weight.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
===616.6.64.2 Trim-lines===<br />
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]<br />
<br />
'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating MoDOT fluorescent orange and MoDOT Type 3 white retroreflective stripes that are 4 in. to 6 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br />
<br />
'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br />
<br />
'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br />
<br />
'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br />
<br />
'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br />
<br />
'''Guidance.''' Ballast should be kept to the minimum amount needed.<br />
<br />
==616.6.65 Tubular Markers (MUTCD 6F.65)==<br />
<br />
Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br />
<br />
'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br />
<br />
Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide MoDOT Type 3 or 5 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br />
<br />
'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br />
<br />
'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br />
<br />
'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br />
<br />
==616.6.66 Vertical Panels (MUTCD 6F.66)==<br />
<br />
'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br />
<br />
Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal MoDOT fluorescent orange and MoDOT Type 3 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br />
<br />
Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br />
<br />
'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br />
<br />
Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br />
<br />
==616.6.67 Drums (MUTCD 6F.67)==<br />
<br />
'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating MoDOT Type 3 orange and MoDOT type 3 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br />
<br />
'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br />
<br />
'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br />
<br />
'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br />
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br />
<br />
'''Standard.''' Ballast shall not be placed on the top of a drum.<br />
<br />
==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br />
|}<br />
<br />
'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br />
<br />
For MoDOT use, barricades are classified as Type 1 or Type 3.<br />
<br />
'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br />
<br />
'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br />
<br />
'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br />
<br />
'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br />
<br />
Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br />
<br />
Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br />
<br />
Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br />
<br />
The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br />
<br />
Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br />
<br />
'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br />
<br />
'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br />
<br />
'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
<br />
'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br />
<br />
'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br />
<br />
'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br />
<br />
'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br />
<br />
'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br />
<br />
'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br />
<br />
'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br />
<br />
'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br />
<br />
===616.6.68.1 Design and Construction Details===<br />
<br />
Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br />
<br />
One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br />
<br />
===616.6.68.2 Maintenance Details===<br />
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br />
<br />
==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br />
<br />
'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br />
<br />
The One-Direction Large Arrow (WO1-6) sign shall be black on an MoDOT Fluorescent orange background. The stripes on the bottom rail shall be alternating MoDOT Fluorescent orange and MoDOT Type 3 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br />
<br />
'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br />
<br />
==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br />
<br />
'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br />
<br />
Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br />
<br />
'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br />
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br />
<br />
'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br />
<br />
'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br />
<br />
==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br />
<br />
MoDOT has not approved the use of Longitudinal Channelizing Devices.<br />
<br />
==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br />
<br />
MoDOT has not approved the use of Temporary Lane Separators.<br />
<br />
==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br />
<br />
'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br />
<br />
==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br />
<br />
'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br />
<br />
'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br />
<br />
'''Support.''' Examples of detectable edging for pedestrians include:<br />
<br />
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br />
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br />
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br />
:D. Formed-in-place asphalt or concrete curb.<br />
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br />
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br />
:G. Chain link or other fencing equipped with a continuous bottom rail.<br />
<br />
'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br />
<br />
==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br />
<br />
'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br />
<br />
'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br />
<br />
Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br />
<br />
'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br />
<br />
The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br />
<br />
'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br />
<br />
==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br />
<br />
MoDOT does not use Opposing Traffic Lane dividers.<br />
<br />
==616.6.77 Pavement Markings (MUTCD 6F.77)==<br />
<br />
'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br />
<br />
'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br />
<br />
'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br />
<br />
For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br />
<br />
'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br />
<br />
==616.6.78 Temporary Markings (MUTCD 6F.78)==<br />
<br />
'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br />
<br />
'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br />
<br />
The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br />
<br />
'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br />
<br />
Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br />
<br />
'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br />
<br />
'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br />
<br />
==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br />
<br />
'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br />
<br />
The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br />
<br />
The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br />
<br />
The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br />
<br />
'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br />
<br />
Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br />
<br />
Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br />
<br />
'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br />
<br />
Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br />
<br />
==616.6.80 Delineators (MUTCD 6F.80)==<br />
<br />
MoDOT does not use delineators in work zones.<br />
<br />
==616.6.81 Lighting Devices (MUTCD 6F.81)==<br />
<br />
'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br />
<br />
'''Fleet Lighting'''<br />
<br />
'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br />
<br />
'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br />
<br />
==616.6.82 Floodlights (MUTCD 6F.82)==<br />
<br />
'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br />
<br />
'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br />
<br />
'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br />
[[image:616.6.82.jpg|right|275px]]<br />
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br />
<br />
'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br />
<br />
'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br />
<div id="Work Area lighting"></div><br />
<br />
'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br />
<div id="Overhead lighting"></div><br />
<br />
'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br />
<br />
'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br />
<br />
When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br />
<br />
Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br />
<br />
==616.6.83 Warning Lights (MUTCD 6F.83)==<br />
<br />
'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right" <br />
|-<br />
|'''Videos of Sequential Lighting'''<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br />
|-<br />
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br />
|}<br />
<br />
'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br />
<br />
'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br />
<br />
'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br />
<br />
Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br />
<br />
'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br />
<br />
'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br />
<br />
===Fig. 616.6.83 Sequential Flashing Warning Light===<br />
[[image:616.6.83.jpg|center|830px]]<br />
<br />
==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br />
<br />
'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br />
<br />
'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br />
<br />
'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br />
<br />
Both of the following criteria are to be met for temporary signals:<br />
<br />
:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br />
<br />
:(2) the intersection has sufficient geometrics for signalization. <br />
<br />
'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br />
<br />
When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br />
<br />
'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br />
<br />
'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br />
<br />
Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br />
<br />
'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br />
<br />
:A. Safety and road user needs;<br />
<br />
:B. Work staging and operations;<br />
<br />
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br />
<br />
:D. Sight distance restrictions;<br />
<br />
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br />
<br />
:F. Road-user volumes including roadway and intersection capacity;<br />
<br />
:G. Affected side streets and driveways;<br />
<br />
:H. Vehicle speeds;<br />
<br />
:I. The placement of other TTC devices;<br />
<br />
:J. Parking;<br />
<br />
:K. Turning restrictions;<br />
<br />
:L. Pedestrians;<br />
<br />
:M. The nature of adjacent land uses (such as residential or commercial);<br />
<br />
:N. Legal authority;<br />
<br />
:O. Signal phasing and timing requirements;<br />
<br />
:P. Full-time or part-time operation;<br />
<br />
:Q. Actuated, fixed-time, or manual operation;<br />
<br />
:R. Power failures or other emergencies;<br />
<br />
:S. Inspection and maintenance needs;<br />
<br />
:T. Need for detailed placement, timing and operation records and<br />
<br />
:U. Operation by contractors or by others.<br />
<br />
Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br />
<br />
'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br />
<br />
Temporary traffic control signals not in use should be covered or removed.<br />
<br />
If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br />
<br />
'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br />
<br />
Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br />
<br />
==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br />
<br />
'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br />
<br />
The four primary functions of temporary traffic barriers are:<br />
<br />
:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br />
<br />
:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br />
<br />
:C. To separate opposing directions of vehicular traffic; and<br />
<br />
:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br />
<br />
'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br />
<br />
'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br />
<br />
'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br />
<br />
Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br />
<br />
Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br />
<br />
Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br />
<br />
'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br />
<br />
MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br />
<br />
[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br />
<br />
More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br />
<br />
==616.6.86 Crash Cushions (MUTCD 6F.86)==<br />
<br />
'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br />
<br />
'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br />
<br />
'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br />
<br />
'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br />
<br />
Stationary crash cushions shall be designed for the specific application intended.<br />
<br />
Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br />
<br />
'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br />
<br />
'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br />
<br />
'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br />
<br />
'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br />
<br />
==616.6.87 Temporary [[:Category:626 Rumble Strips|Rumble Strips]] (MUTCD 6F.87)==<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips shall be used in accordance with this guidance. Permanent rumble strips are discussed in [[:Category:626 Rumble Strips|EPG 626 Rumble Strips]].<br />
<br />
'''Support.''' Temporary rumble strips are comprised of a series of raised elongated bumps placed upon the surface of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone. Since each project is unique, the Core Team should decide when temporary rumble strips should be included in the project. <br />
<br />
<u>[http://spexternalsignin/sites/de/JSP/JSP1304.doc Long-term Rumble Strips]</u><br />
<br />
The long-term rumble strips are made with an adhesive backing to prevent movement. A set of long-term rumble strips shall consist of 5 strips spaced 10 to 12 ft. on center.<br />
<br />
Milled long-term rumble strips are an option for projects that will go into the winter months. See EPG 626 Rumble Strips for milled rumble strip guidance. The milled pavement shall be repaired by the contractor prior to project completion. <br />
<br />
<u>[http://spexternalsignin/sites/de/JSP/JSP1305.doc Short-term Rumble Strips]</u><br />
<br />
The short-term rumble strips are made to be portable and stable, without using adhesive or other anchoring. They are thicker, wider and heavier than long-term rumble strips, but can be easily moved with the work zone operation. Due to their weight, appropriate caution should be taken when handling short-term rumble strips by using proper lifting techniques. A set of short-term rumble strips shall consist of 3 strips spaced a minimum of 10 ft. on center.<br />
<br />
Job Special Provisions for long- and short-term rumble strips are required when included in projects.<br />
<br />
'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations. <br />
<br />
'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br />
<br />
'''Support.''' Temporary rumble strips are used on roadways posted 50 mph and above. Temporary rumble strips are optional for posted speed limits lower than 50 mph.<br />
<br />
Temporary rumble strips should not be placed on horizontal curves. <br />
<br />
Care should be taken when placing temporary rumble strips on vertical curves. Avoid placement at or just beyond a steep crest.<br />
<br />
Temporary rumbles work best when they are in complete contact with the roadway surface, therefore they should not be used on heavily rutted roadways.<br />
<br />
Temporary rumble strips should not be placed through pedestrian crossings or on bicycle routes. <br />
<br />
When temporary rumble strips are placed on roadways used by bicyclists, attempts should be made to provide a clear path of 4 ft. at each edge of the roadway or on each paved shoulder. One method to provide the clear path is to offset the temporary rumble strip from the center of the lane. <br />
<br />
'''Guidance.''' Temporary rumble strips that are too long for the lane width may overhang onto a shoulder if approved by the engineer. Four ft. of shoulder should be available to bicyclists when applicable. <br />
<br />
Temporary rumble strips shall be periodically checked for movement and corrected when needed. The frequency of checks shall be sufficient to limit the negative impacts and perceptions associated with misaligned rumble strips. Checks shall become more frequent with poor performance. <br />
<br />
Short term rumble strips should be used when workers are present to monitor the rumble strips for possible shifting. <br />
<br />
Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause movement of the strips and require more effort than otherwise would be needed to keep them in place; relocating the rumble strips may be necessary if movement persists.<br />
<br />
<br />
===Fig. 616.6.87.1 Rumble Strip Placement in Flagging Operations===<br />
[[image:Fig 616.6.87.1.1 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.1.2 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.1.3 2021.jpg|center|800px]]<br />
<br />
===Fig. 616.6.87.2 Rumble Strip Placement on a Divided Highway===<br />
[[image:Fig 616.6.87.2.1 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.2.2 2021.jpg|center|800px]]<br />
[[image:Fig 616.6.87.2.3 2021.jpg|center|800px]]<br />
<br />
==616.6.88 Screens (MUTCD 6F.88)==<br />
<br />
'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br />
<br />
'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br />
<br />
'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br />
<br />
'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br />
<br />
==616.6.89 Radar Speed Advisory System (RSAS)==<br />
<br />
These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br />
<br />
Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br />
<br />
Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br />
<br />
A nonstandard JSP, [https://spexternal.modot.mo.gov/sites/de/JSP/NJSP2106.docx?d=wec3fa9082eb645edbb9e979c1049b745 NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br />
<br />
<br />
<br />
[[Category:616 Temporary Traffic Control|616.06]]</div>Legged1https://epg.modot.org/index.php?title=620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)&diff=51700620.2 Pavement and Curb Markings (MUTCD Chapter 3B)2022-07-21T18:35:10Z<p>Legged1: Changed pedestrian crosswalk marking common name "Zebra" to "Continental".</p>
<hr />
<div>[[image:620.2.jpg|right|400px]]<br />
<br />
==620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)==<br />
<br />
'''Standard.''' Centerline pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.<br />
<br />
'''Option.''' Centerline pavement markings may be placed at a location that is not the geometric center of the roadway.<br />
<br />
'''Standard.''' The centerline markings on two-lane, two-way roadways shall be one of the following as shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]]:<br />
:A. Two-direction passing zone markings consisting of a normal broken yellow line where crossing the centerline markings for passing with care is permitted for traffic traveling in either direction;<br />
:B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal broken yellow line and the other is a normal solid yellow line where crossing the centerline markings for passing with care is permitted for the traffic traveling adjacent to the broken line, but is prohibited for traffic traveling adjacent to the solid line; or<br />
:C. Two-direction no-passing zone markings consisting of two normal solid yellow lines where crossing the centerline markings for passing is prohibited for traffic traveling in either direction.<br />
<br />
A single solid yellow line shall not be used as a centerline marking on a two-lane roadway.<br />
<br />
The centerline markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic shall be the two-direction no-passing zone markings consisting of a solid double yellow line separated by 4 in. as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]].<br />
<br />
See [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|Widths and Patterns of Longitudinal Pavement Markings]] for line patterns.<br />
<br />
'''Option.''' Centerline marking combinations may be accomplished using a 2 line or 3 line system.<br />
<br />
'''Standard.''' Those routes that currently are marked using a 3 line system, for centerline markings shall be maintained using the same system until such time as the line is obliterated.<br />
<br />
On those routes that are receiving a 2 line system on only part of the route, the break between the 2 line and 3 line systems shall be at an appropriate transition point.<br />
<br />
'''Option.''' The transition point between a 2 line and 3 line system may be a controlled intersection, railroad crossing, or the leading edge of a bridge deck.<br />
[[image:620.2.1.jpg|right|350px|thumb|<center>'''A striping vehicle from the 1930s. The extended front functioned like a long scope, helping the driver stay true so the paint could be placed accurately. '''</center>]]<br />
<br />
'''Guidance.''' After the centerline is obliterated from the entire route, or a significant portion of the route, it should be replaced using the 2 line systems.<br />
<br />
On two-way roadways with three through lanes for moving motor vehicle traffic, two lanes should be designated for traffic in one direction by using one- or two-direction no-passing zone markings as shown in [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].<br />
<br />
'''Standard.''' Centerline markings shall be placed on all paved roads that have traveled ways 18 ft. or wider. Centerline markings shall also be placed on all paved two-way streets or highways that have three or more lanes for moving motor vehicle traffic.<br />
<br />
'''Guidance.''' Engineering judgment should be used in determining whether to place centerline markings on traveled ways that are narrower than 18 ft. because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support centerline markings.<br />
<br />
'''Standard.''' Diversion bubbles shall be marked using 2 solid yellow lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions, and each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as cross-hatching inside the bubble, if used, shall also be yellow in color (See [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]).<br />
<br />
'''Guidance.''' The taper length of transition zones should not be less than taper length calculated using the equations L = S x W or L = WS<sup>2</sup>/60 as defined in [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings]]. Installation of these markings should conform to the established general patterns.<br />
<br />
==620.2.2 No-Passing Zone Pavement Markings and Warrants (MUTCD Section 3B.02)==<br />
<br />
'''Standard.''' No-passing zones shall be marked by either the one direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described previously and shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]] and [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].<br />
<br />
When centerline markings are used, no-passing zone markings shall be used on two-way roadways at lane reduction transitions (see [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings (MUTCD Section 3B.09)]]) and on approaches to obstructions that must be passed on the right (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|Approach Markings for Obstructions (MUTCD Section 3B.10)]]).<br />
<br />
On two-way, two- or three-lane roadways where centerline markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.<br />
<br />
On roadways with centerline markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum necessary for reasonably safe passing at the 85th-percentile speed or the posted or statutory speed limit, whichever is higher, as shown in [[#Table 620.2.2.1|Table 620.2.2.1 Minimum Passing Sight Distances]]. The passing sight distance on a vertical curve is the distance at which an object 3.5 ft. (above the pavement surface can be seen from a point 3.5 ft. above the pavement (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves). Similarly, the passing sight distance on a horizontal curve is the distance measured along the centerline (or right-hand lane line of a three-lane roadway) between two points 3.5 ft. above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves).<br />
<br />
'''Guidance.''' Where the distance between successive no-passing zones is less than 400 ft., no-passing markings should connect the zones.<br />
<br />
No passing zones should also be provided for a distance of 120 ft. in advance of intersections requiring traffic to stop, including intersections controlled by either stop signs or signals.<br />
<br />
'''Standard.''' Where the no passing zone crosses a speed limit boundary, such as at city limits, the no passing zone shall be logged using the criteria for that section of roadways based on the posted speed limit or 85th percentile speed, whichever is greater only if there is a sufficient length of roadway to warrant this change.<br />
<br />
No-passing zone markings shall be used on approaches to highway-rail grade crossings in conformance with [http://mutcd.fhwa.dot.gov/index.htm MUTCD Section 8B.27]. The minimum length of a no-passing zone on a railroad crossing approach shall be 500 feet. <br />
<br />
'''Option.''' In addition to pavement markings, no-passing zone signs (see [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|DO NOT PASS Sign]] and [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|PASS WITH CARE Sign]]) may be used to emphasize the existence and extent of a no-passing zone. The approval of the State Traffic Engineer is required before signs are used to enhance no-passing zones.<br />
<br />
'''Support.''' Section 11-307 of the “Uniform Vehicle Code (UVC) Revised” contains further information regarding no-passing zones. The “UVC” can be obtained from the [http://www.ncutlo.org/ National Committee on Uniform Traffic Laws and Ordinances].<br />
<br />
'''Guidance.''' The centerline marking on multi-lane, undivided roadways with 4 or more lanes should be marked using 2 solid yellow lines, 4 in. wide and separated by a minimum of 4 inches.<br />
<br />
<div id="Fig. 620.2.2.0.1"></div><br />
[[Image:620.2.2.0.1 3B1.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-1)'''</center>]]<br />
<br />
<br />
<div id="Fig. 620.2.2.0.2"></div><br />
[[Image:620.2.2.0.2 3B2.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.2, Examples of Four-or-more-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-2)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.0.3"></div><br />
[[Image: Fig. 620.2.2.0.3.jpg|thumb|center|700px|<Center>'''Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.0.4"></div><br />
[[Image:620.2.2.0.4 3B3.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-3)'''</center>]]<br />
<br />
<br />
'''Standard.''' In no case shall a no passing zone be less than 500 ft. long. If the calculated no passing zone is less than 500 ft., an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.<br />
<br />
On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone shall be provided in the center lane as shown in [[903.16 Typical Signing Applications#Figure 903.16.24 Typical Signing for Passing Lanes|Figure 903.16.24 Typical Signing for Passing Lanes]]. A lane transition shall be provided at each end of the buffer zone.<br />
<br />
The buffer zone shall be a flush median island formed by two sets of double yellow centerline markings that are at least 50 ft. long.<br />
<br />
'''Guidance.''' For three-lane roadways having a posted or statutory speed limit of 45 mph or greater, the lane transition taper length should be computed by the formula L = WS for speeds in mph. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS<sup>2</sup>/60 for speeds in mph should be used to compute taper length. Under both formulas, L equals the taper length in feet, W equals the width of the center lane or offset distance in feet, and S equals the 85th-percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Standard.''' The minimum lane transition taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.<br />
<br />
When used to delineate between climbing lanes on long grades, a no passing zone shall be provided on the taper as well as a distance of 1/2 the taper length in advance of and following the taper.<br />
<br />
'''Guidance.''' The tangent line should not extend beyond the right-of-way line. Consideration should be given to vegetation or any other seasonal variations when determining the locations of no passing zones (see [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]]).<br />
<br />
When performing a speed study, an attempt should be made to complete a minimum of 1 study per 10-mile section of roadway, each at a typical section of the roadway. This spacing may vary depending on the degree of uniformity, varying geometrics, cross sections, and roadside development. Generally, the criteria determined for a route should be consistent throughout its entire length, without fluctuation due to short changes in terrain that could produce lower speeds. Substantial sections of roadway that have been reconstructed and thereby provide an increased prevailing speed, should be considered independently of the overall route.<br />
<br />
'''Support.''' The beginning of a no-passing zone at point “a” in [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]] is that point where the sight distance first becomes less than that specified in [[#Table 620.2.2.1|Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings]]. The end of the no-passing zone at point “b” in Fig. 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves is that point at which the sight distance again becomes greater than the minimum specified.<br />
<br />
The values of the minimum passing sight distance that are shown in Table 620.2.2.1 are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design by AASHTO's ''A Policy on Geometric Design of Highways and Streets''. <br />
<br />
'''Guidance.''' The lane delineation between the climbing lanes provided on long grades, and the descending lane, should be accomplished using centerline markings. In these cases, if the conditions are adequate, a passing zone should be provided for traffic traveling in the single, down grade, lane. A no passing zone should be provided for the length of the climbing lanes for traffic traveling up grade. The up grade climbing lanes should be delineated from each other using a white broken line (see [[#Fig. 620.2.9.2|Fig. 620.2.9.2 Standard Pavement Markings for Climbing Lanes]]).<br />
<br />
===620.2.2.1 Establishing and Recording No Passing Zones===<br />
<br />
'''Standard.''' The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, who's eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.<br />
<br />
'''Guidance.''' The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.<br />
<br />
'''Option.''' Once determined, the beginning and end of no passing zones may be marked on the pavement by using an aerosol spray paint or a paint brush.<br />
<br />
<div id="Table 620.2.2.1"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=700px align="center"<br />
|+ '''Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings (MUTCD Table 3B-1)'''<br />
! style="background:#BEBEBE"| 85th Percentile of Posted or Statutory Speed Limit (mph) !! style="background:#BEBEBE"| Minimum Passing Sight Distance (ft.) <br />
|-<br />
|25||500<br />
|-<br />
| 30 || 500 <br />
|-<br />
| 35 || 550 <br />
|-<br />
| 40 || 600 <br />
|-<br />
| 45 || 700 <br />
|-<br />
| 50 || 800 <br />
|-<br />
| 55 || 900 <br />
|-<br />
| 60 || 1,000 <br />
|-<br />
| 65 || 1,100 <br />
|-<br />
| 70 || 1,200 <br />
|}<br />
<br />
===620.2.2.2 Centerline Markings On Bridges===<br />
<br />
'''Standard.''' The centerline markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.<br />
<br />
Centerline markings shall not be placed on one lane bridges. When dealing with this type of bridge, the centerline markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving centerline marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)|Edgeline Pavement Markings]]).<br />
<br />
<div id="Fig. 620.2.2.2.1"></div><br />
[[Image:620.2.2.2.1 3B4.jpg|thumb|center|780px|<center>'''Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves (MUTCD Fig. 3B-4)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.2"></div><br />
[[Image:620.2.2.2.2 3B5.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.2, Example of Application of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane (MUTCD 3B-5)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.3"></div><br />
[[Image:620.2.2.2.3 3B6.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.3, Example of Reversible Lane Marking Application (MUTCD 3B-6)'''</center>]]<br />
<br />
<div id="Fig. 620.2.2.2.4"></div><br />
[[Image:620.2.2.2.4 3B7.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)'''</center>]]<br />
<br />
==620.2.3 Other Yellow Longitudinal Pavement Markings (MUTCD Section 3B.03)==<br />
<br />
'''Standard.''' If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal broken yellow line and a normal solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#Fig. 620.2.2.2.4|Example of Two-Way, Left-Turn Marking Applications]]. <br />
<br />
White two-way left-turn lane-use arrows shall be used to indicate the proper use of these lanes. The left turn arrows shall be installed in pairs, one arrow per direction.<br />
<br />
'''Option.''' Additional signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. Two way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|Two-Way Left-Turn Lanes]].<br />
<br />
'''Guidance.''' The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (See [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]) on the route containing this type of lane.<br />
<br />
Signs should be used in conjunction with the two-way left turn markings (see [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.15_Two-Way_Left_Turn_Only.2FCenter_Lane_Only_Signs_.28R3-9a.2C_R3-9b.29.28MUTCD_Section_2B.24.29 TWO-WAY LEFT TURN ONLY/CENTER LANE ONLY Signs]).<br />
<br />
'''Standard.''' If a continuous flush median island formed by pavement markings separating travel in opposite directions is used, two sets of double solid yellow lines shall be used to form the island as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Examples of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane]]. Other markings in the median island area shall also be yellow, except crosswalk markings which shall be white (see [[#620.2.18 Crosswalk Markings (MUTCD Section 3B.18)|Crosswalk Markings]]).<br />
<br />
'''Option.''' Markings may be used to form islands as shown in [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3 Marking for Median Islands for Left Turn Bays]].<br />
<br />
==620.2.4 White Lane Line Pavement Markings and Warrants (MUTCD Section 3B.04)==<br />
<br />
'''Standard.''' When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.<br />
<br />
Lane line markings shall be used on all freeways and interstate highways.<br />
<br />
Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel, except as required for reversible lanes. <br />
<br />
'''Guidance.''' Lane line markings should also be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings. <br />
<br />
The lane width delineated by lane line pavement markings should not be less than 10 ft., with 12 ft. as the standard dimension.<br />
<br />
'''Standard.''' White lane line, intermittent pavement markings on new concrete pavements shall be enhanced by the use of contrast markings.<br />
<br />
'''Support.''' Examples of lane line markings are shown in the following figures:<br />
<br />
:[[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications (MUTCD 3B-2)]]<br />
<br />
:[[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]<br />
<br />
:[[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD 3B-3)]]<br />
<br />
:[[#Fig. 620.2.2.2.3|Fig. 620.2.2.2.3, Examples of Reversible Lane Marking Application (MUTCD 3B-6)]]<br />
<br />
:[[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)]]<br />
<br />
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.7|Fig. 620.2.7, Edgeline Striping for At Grade Intersections]]<br />
<br />
:[[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1, Examples of Applications for Lane-Reduction Transition marking (MUTCD 3B-14)]]<br />
<br />
:[[#Fig. 620.2.9.2|Fig. 620.2.9.2, Standard Pavement markings for climbing Lanes]]<br />
<br />
:[[#Fig. 620.2.10.1|Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2) (MUTCD 3B-15)]]<br />
<br />
:[[#Fig. 620.2.10.2|Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2) (MUTCD 3B-15)]]<br />
<br />
<br />
'''Standard.''' Where crossing the lane line markings with care is permitted, the lane line markings shall consist of a normal broken white line (See [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)]]).<br />
<br />
A dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent lane for any of the following conditions:<br />
:A. A deceleration or acceleration lane,<br />
<br />
:B. A through lane that becomes a mandatory exit or turn lane,<br />
<br />
:C. An auxiliary lane 2 miles or less in length between an entrance ramp and an exit ramp, or<br />
<br />
:D. An auxiliary lane 1 mile or less in length between two adjacent intersections.<br />
<br />
For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the full-width deceleration lane to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.<br />
<br />
'''Option.''' For exit ramps with a parallel deceleration lane, a normal width dotted white line extension may be installed in the taper area upstream from the full-width deceleration lane as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.<br />
<br />
For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension may be installed from the theoretical gore through the taper area such that it meets the edgeline at the upstream end of the taper as shown in "A" of Fig. 620.2.5.1.<br />
<br />
'''Standard.''' For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the theoretical gore or from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to a point at least one-half the distance from the theoretical gore to the downstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.<br />
<br />
'''Option.''' For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the dotted white lane line to the upstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.<br />
<br />
For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the theoretical gore, as shown in "B" of Fig. 620.2.5.3 and Fig 620.2.5.4.<br />
<br />
'''Standard.''' A wide dotted white lane line shall be used:<br />
<br />
:'''A.''' As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Figs.620.2.5.5, 620.2.5.6 and 620.2.5.7).<br />
<br />
:'''B.''' In advance of freeway route splits with dedicated lanes (see Fig. 620.2.5.8),<br />
<br />
:'''C.''' To separate a through lane that continues beyond an interchange from an adjacent <br />
auxiliary lane between an entrance ramp and an exit ramp (see Fig. 620.2.5.9),<br />
<br />
:'''D.''' As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Fig. 620.2.5.10.1) and <br />
<br />
:'''E.''' To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Fig. 620.2.5.10.2).<br />
<br />
'''Guidance.''' Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least 1/2 mile in advance of the theoretical gore or where signing indicates the exit only condition. <br />
<br />
On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings should be used as illustrated in Fig. 620.2.5.6. In this case, if the right-most exit lane is an added lane such as a parallel deceleration lane, the lane drop marking should begin at the upstream end of the full-width deceleration lane, as shown in Fig. 620.2.5.2.<br />
<br />
Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop marking should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.<br />
<br />
The dotted white lane lines that are used for lane drop marking and that are used as a lane line separating through lanes from auxiliary lanes should consist of line segments that are 3 ft. long separated by 9 ft. gaps.<br />
<br />
'''Support.''' [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]] contains information regarding other markings that are associated with lane drops, such as lane-use arrow markings and ONLY word markings.<br />
<br />
[[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.<br />
<br />
'''Standard. ''' Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal or wide solid white line.<br />
<br />
'''Option.''' Where it is intended to discourage lane changing on the approach to an exit ramp, a wide solid white lane line may extend upstream from the theoretical gore or, for multiple lane exits, as shown in Fig. 620.2.5.6, for a distance that is determined by engineering judgment. <br />
<br />
A solid lane line may also be used in lieu of the broken lane line to accentuate the lane marking in critical areas, such as, to separate a turn lane from the main traffic lanes at an intersection or to discourage lane changing at the approaches to intersections. <br />
<br />
Where lane changes might cause conflicts, a wide or normal solid white lane line may extend upstream from an intersection.<br />
<br />
In the case of a lane drop at an exit ramp or intersection, such a solid white line may replace a portion, but not all of the length of the wide dotted white lane line.<br />
<br />
'''Support.''' [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.<br />
<br />
'''Guidance.''' On approaches to intersections, a solid white lane line marking should be used to separate a through lane from an added mandatory turn lane.<br />
<br />
'''Option.''' On approaches to intersections, solid white lane line markings may be used to separate adjacent through lanes or adjacent mandatory turn lanes from each other.<br />
<br />
Where the median width allows the left-turn lanes to be separated from the through lanes to give drivers on opposing approaches a less obstructed view of opposing through traffic, white pavement markings may be used to form channelizing islands as shown in Figure 2B-17 of the ''MUTCD''.<br />
<br />
Solid white lane line markings may be used to separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane or a preferential lane.<br />
<br />
Wide solid lane line markings may be used for greater emphasis.<br />
<br />
'''Standard.''' Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (see [[#Fig. 620.2.5.11|Fig. 620.2.5.11]]).<br />
<br />
'''Guidance.''' When considering the use of double solid white lines to prohibit crossing all of the following criteria should be considered:<br />
:1. There has to be an identifiable need, such as crash history that the use of double solid white lines would expect to correct.<br />
:2. There needs to be a local ordinance supporting the crossing restriction and enforcement.<br />
:3. There needs to be proper signing of the restriction in advance and at the restricted area along with sufficient distance for motorist who need to properly change lanes prior to the start of the restriction.<br />
:4. Approval of the State Traffic Engineer is required before implementation. <br />
<br />
'''Standard.''' Lane lines shall be offset approximately 2 in. to the right of the longitudinal joint. These 2 in. shall be the space between the longitudinal joint and the left edge of the lane line.<br />
<br />
==620.2.5 Other White Longitudinal Pavement Markings (MUTCD Section 3B.05)==<br />
<br />
'''Standard.''' A channelizing line shall be a wide or double solid white line.<br />
<br />
'''Option.''' Channelizing lines may be used to form channelizing islands where traffic traveling in the same direction is permitted on both sides of the island.<br />
<br />
'''Standard.''' Channelizing lines used to mark gores shall be wide solid white lines.<br />
<br />
Other pavement markings in the channelizing island area shall be white.<br />
<br />
'''Support.''' Examples of channelizing line applications are shown in the following figures:<br />
<br />
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application <br />
for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]<br />
<br />
:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]<br />
<br />
:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]<br />
<br />
:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]<br />
<br />
<br />
Channelizing lines at exit ramps as shown in [[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2)]] and [[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2)]] define the neutral area, direct exiting traffic at the proper angle for smooth divergence from the main lanes into the ramp, and reduce the probability of colliding with objects adjacent to the roadway.<br />
<br />
Channelizing lines at entrance ramps as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2)]] promote orderly and efficient merging with the through traffic.<br />
<br />
'''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#Fig. 620.2.5.1|Fig. 620.2.5.1]], [[#Fig. 620.2.5.2|Fig. 620.2.5.2]], [[#Fig. 620.2.5.5|Fig. 620.2.5.5]], [[#Fig. 620.2.5.6|Fig. 620.2.5.6]], [[#Fig. 620.2.5.7|Fig. 620.2.5.7]], [[#Fig. 620.2.5.8|Fig. 620.2.5.8]], [[#Fig. 620.2.5.9|Fig. 620.2.5.9]] and "A" in [[#Fig. 620.2.5.3|Fig. 620.2.5.3]]).<br />
<br />
For entrance ramps with tapered acceleration lanes, channelizing lines shall be placed along both sides of the neutral area to a point at least one-half of the distance to the theoretical gore (see Fig. 620.2.5.4).<br />
<br />
'''Option.''' For entrance ramps with tapered acceleration lanes, the channelizing lines may extend to the theoretical gore as shown in Fig. 620.2.5.3.<br />
<br />
<div id="Fig. 620.2.5.1"></div><br />
[[Image:620.2.5.1 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2 of MUTCD 3B-8)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.2"></div><br />
[[Image:620.2.5.2 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2 of MUTCD 3B-8)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.3"></div><br />
[[Image:620.2.5.3 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2 of MUTCD 3B-9)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.4"></div><br />
[[Image:620.2.5.4 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2 of MUTCD 3B-9)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.5"></div><br />
[[Image:620.2.5.5 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.6"></div><br />
[[Image:620.2.5.6 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.7"></div><br />
[[Image:620.2.5.7 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.8"></div><br />
[[Image:620.2.5.8 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.9"></div><br />
[[Image:620.2.5.9 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5 of MUTCD 3B-10)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.10.1"></div><br />
[[Image:620.2.5.10.1 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.1, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 1 of 2 of MUTCD 3B-11)'''</center>]]<br />
<br />
<div id="Fig. 620.2.5.10.2"></div><br />
[[Image:620.2.5.10.2 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.2, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 2 of 2 of MUTCD 3B-11)'''</center>]]<br />
<br />
<br />
'''Option.''' White chevron crosshatch markings (see [[#620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)|EPG 620.2.23]]) may be placed in the neutral area of exit and entrance ramp gores for special emphasis as shown in Figs. 620.2.5.1 and 620.2.5.2, Figs. 620.2.5.5 through 620.2.5.9 and "A" of Fig. 620.2.5.3. The channelizing lines and the optional chevron crosshatch markings at exit ramp and entrance ramp gores may be supplemented with white retroreflective or internally illuminated raised pavement markers (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11]]) for enhanced nighttime visibility. <br />
<br />
'''Guidance.''' The right edge of the acceleration lane edgeline should be continuous with the right edge of the gore stripe to provide a smooth, uninterrupted edgeline.<br />
<br />
'''Options.''' In areas of limited sight distance due to vertical and/or horizontal curves, an edgeline extension may be used to delineate acceleration and deceleration lanes. <br />
<br />
'''Standard.''' When entrance and exit ramp pavements are adjacent to each other, a double normal 4 in. solid yellow line extending from the points of channelization shall be used.<br />
<br />
<div id="Fig. 620.2.5.11"></div><br />
[[Image:620.2.5.11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.11, Example of Solid Double White Lines Used to Prohibit Lane Changing'''</center>]]<br />
<br />
==620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)==<br />
<br />
'''Standard.''' If used, edgeline pavement markings shall delineate the right or left edges of a roadway.<br />
<br />
Except for dotted edgeline extensions (see [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8]]), edgeline markings shall not be continued through intersections or major driveways.<br />
<br />
If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edgeline pavement markings shall consist of a normal solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings.<br />
<br />
If used, right edgeline pavement markings shall consist of a normal solid white line to delineate the right-hand edge of the roadway.<br />
<br />
'''Guidance.''' The edgeline at the intersection of an at-grade crossing on a divided highway should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edgeline should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#Fig. 620.2.7|Fig. 620.2.7 Edgeline Striping for At-Grade Intersections]]).<br />
<br />
'''Option.''' Edgeline extension lines may be used at the district's discretion.<br />
<br />
'''Guidance.''' Edgeline markings should not be broken for driveways or minor intersecting roads (See Fig. 620.2.7).<br />
<br />
Permanent marking material should be used for marking the edgeline extension.<br />
<br />
'''Support.''' Edgeline markings have unique value as visual references to guide road users during adverse weather and visibility conditions.<br />
<br />
'''Option.''' Wide solid edgeline markings may be used for greater emphasis.<br />
<br />
==620.2.7 Warrants for Use of Edge Lines (MUTCD Section 3B.07)==<br />
<br />
'''Standard.''' Edgeline markings shall be placed on all divided highways and all routes with a weighted AADT of 400 or greater and a minimum pavement width of 20 feet.<br />
<br />
'''Support.''' Edgelines on routes with weighted AADT between 400 and 1,000 were added to the program by December 31, 2012.<br />
<br />
'''Option.''' Edgeline markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings or where the pavement edge is not in good condition.<br />
<br />
If a bicycle lane is marked on the outside portion of the traveled way, the edgeline that would mark the outside edge of the bicycle lane may be omitted.<br />
<br />
Edgeline markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.<br />
<br />
<div id="Fig. 620.2.7"></div><br />
[[Image:620.2.7 2012.jpg|thumb|center|700px|<center>'''Fig. 620.2.7, Edgeline Striping for At Grade Intersection'''</center>]]<br />
<br />
<br />
===620.2.7.1 Bridge Edgeline===<br />
<br />
'''Standard.''' Bridges that are located on routes authorized for edgelines shall be striped in accordance with the following classifications (see [[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1]] and [[#Fig. 620.2.7.1.2|Fig. 620.2.7.1.2, Bridge Edgeline Striping]]): <br />
:A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edgeline placed on the bridge deck. The edgeline shall end on the adjacent roadway 50 ft. from the bridge deck.<br />
:B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edgeline that will be continuous with that of the adjoining roadway.<br />
:C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edgeline in these cases shall not be offset to provide for the usage of the third lane and will be continuous across the bridge.<br />
:D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br />
:E. One Lane Bridges, Width Restriction, having a clear traveling surface 16 ft. or less shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. prior to the bridge deck.<br />
<br />
'''Guidance.''' Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.<br />
<br />
'''Standard.''' If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for centerline marking, but not edgeline marking, they shall be edgelined to delineate the travel way of the bridge. The edgeline marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck, and are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway. (See Fig. 620.2.7.1.1 and Fig. 620.2.7.1.2).<br />
<br />
<div id="Fig. 620.2.7.1.1"></div><br />
[[Image:620.2.7.1.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.1, Bridge Edgeline Striping'''</center>]]<br />
<br />
<div id="Fig. 620.2.7.1.2"></div><br />
[[Image:620.2.7.1.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.2, Bridge Edgeline Striping'''</center>]]<br />
<br />
==620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)==<br />
<br />
'''Standard.''' Except as provided in the Option, below, pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend.<br />
<br />
Intersections that provide dual left turn lanes shall have extension lines traffic can follow through the intersection except as provided in the Support, below. These lines shall be marked with normal white skips, 2 ft. long and separated by 4 ft. gaps, and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to.<br />
<br />
'''Option.''' A normal lane line may be used to extend a wide line through an intersection.<br />
<br />
'''Support.''' Exceptions will be allowed when an intersection lacks adequate space to place extension lines for dual left turn lanes when an intersection lacks adequate space to place these lines for opposing left turn movements. <br />
<br />
'''Guidance.''' Long life pavement markings should be used for extensions.<br />
<br />
An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.<br />
<br />
Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-legged intersections, on curved roadways, where multiple turn lanes are used, or where offset left turn lanes might cause driver confusion, dotted line extension markings consisting of 2 ft. line segments and 4 ft. gaps should be used to extend longitudinal line markings through an intersection or interchange area.<br />
<br />
'''Option.''' Dotted edgeline extensions may be placed through intersections or major driveways.<br />
<br />
'''Guidance.''' Where greater restriction is required, solid lane lines or channelizing lines should be extended into or continued through intersections or major driveways. <br />
<br />
'''Standard.''' Solid lines shall not be used to extend edgelines into or through major intersections or major driveways.<br />
<br />
'''Guidance.''' Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.<br />
<br />
To the extent possible, pavement marking extensions through intersections should be designed in a manner that minimizes potential confusion for drivers in adjacent or opposing lanes.<br />
<br />
<div id="Fig. 620.2.8.1"></div><br />
[[Image:620.2.8.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.1, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]<br />
<br />
<div id="Fig. 620.2.8.2"></div><br />
[[Image:620.2.8.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.2, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]<br />
<br />
==620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)==<br />
<br />
'''Support.''' Lane-reduction transition markings are used where the number of through lanes is reduced because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane. Lane-reduction transition markings are not used for lane drops.<br />
<br />
'''Standard.''' Except as provided in the Option, below, where pavement markings are used, lane reduction transition markings shall be used to guide traffic through transition areas where the number of through lanes is reduced, as shown in [[#Fig. 620.2.9.1|Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking]]. On two-way roadways, no-passing zone markings shall be used to prohibit passing in the direction of the convergence and shall continue through the transition area.<br />
<br />
'''Option.''' On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edgeline and/or delineators shown in Fig. 620.2.9.1 may be omitted as determined by engineering judgment.<br />
<br />
'''Standard.''' For roadways having a posted or statutory speed limit of 45 mph or greater, the transition taper length for a lane reduction shall be greater or equal to the length computed by the formula ''L = WS''. <br />
<br />
'''Guidance.''' For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{ 60}</math> should be used to compute taper length. <br />
<br />
'''Support.''' Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft., and ''S'' equals the 85<sup>th</sup>-percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Guidance.''' Where observed speeds exceed posted or statutory speed limits, longer tapers should be used.<br />
<br />
'''Option.''' On new construction, where no posted or statutory speed limit is established, the design speed may be used in the transition taper length formula.<br />
<br />
'''Guidance.''' Lane line markings should be discontinued one-quarter of the distance between the Lane Ends sign (see [[903.6 Warning Signs#903.6.33 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.42)|LANE END Signs]]) and the point where the transition taper begins.<br />
<br />
Except as provided in the Option, above, for low-speed urban roadways, edgeline markings should be installed from the location of the warning sign to beyond the beginning of the narrower roadway.<br />
<br />
'''Support.''' Pavement markings at lane reduction transitions supplement the standard signs or delineators. See [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20, Pavement Word and Symbol Markings]] for provisions regarding use of lane-reduction arrows.<br />
<br />
<div id="Fig. 620.2.9.1"></div><br />
[[Image:620.2.9.1 3B14.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking (MUTCD 3B-14)'''</center>]]<br />
<br />
<div id="Fig. 620.2.9.2"></div><br />
[[Image:620.2.9.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.2, Standard Pavement Markings for Climbing Lanes'''</center><br />
<center>Note: Refer to Fig. 620.2.9.1 for "L" and "E".</center> ]]<br />
<br />
==620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)==<br />
<br />
'''Standard.''' Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the centerline or the lane line to a point 1 to 2 ft. to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]]).<br />
<br />
All lines used as obstruction pavement markings shall be no less than 4 in. and no more than 24 in. wide. <br />
<br />
For roadways having a posted or statutory speed limit of 45 mph or greater, the taper length of the tapered line markings shall be computed by the formula ''L = WS''.<br />
<br />
'''Guidance.''' For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{60}</math> for speeds in mph shall be used to compute taper length.<br />
<br />
'''Support.''' Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft. and ''S'' equals the 85<sup>th</sup> percentile speed or the posted or statutory speed limit, whichever is higher.<br />
<br />
'''Standard.''' The minimum taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.<br />
<br />
'''Support.''' Examples of approach markings for obstructions in the roadway are shown in [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
'''Option.''' Where observed speeds exceed posted or statutory speed limits, longer tapers may be used.<br />
<br />
Unique situations may require special markings or warning devices.<br />
<br />
'''Standard.''' If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see [[#Fig. 620.2.10.1|Fig. 620.2.10.1 Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
'''Option.''' If traffic is required to pass only to the right of the obstruction, yellow diagonal crosshatch markings (see [[#620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)|EPG 620.2.23]] may be placed in the flush median area between the no-passing zone markings as shown in Fig. 620.2.10.1. Other markings, such as yellow delineators, yellow channelizing devices, yellow raised pavement markers, and white crosswalk pavement markings, may also be placed in the flush median area.<br />
<br />
'''Standard.''' If traffic can pass either to the right or left of the obstruction, the markings shall consist of two normal channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line or normal solid double white line shall be extended in place of the broken lane line for a distance equal to the length of the diverging lines (see Fig. 620.2.10.1).<br />
<br />
If yellow or white diagonal lines are used, these markings shall be a minimum of 24 in. wide and slope away from the direction that traffic is traveling in (see Fig. 620.2.10.1). <br />
<br />
When an obstruction lies in the direct line of traffic, it shall be marked.<br />
<br />
'''Option.''' If traffic can pass either to the right or left of the obstruction, additional white markings may be placed in the flush median area between the channelizing lines as shown in Fig. 620.2.10.1. Other markings, such as white delineators, white channelizing devices, white raised pavement markers, and white crosswalk markings may also be placed in the flush median area.<br />
<br />
'''Option.''' The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without throwing a glare in the face of traffic approaching from either direction.<br />
<br />
'''Standard.''' Reflective object markers shall be used.<br />
<br />
<div id="Fig. 620.2.10.1"></div><br />
[[Image:620.2.10.2 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2, MUTCD 3B-15)'''</center>]]<br />
<br />
<div id="Fig. 620.2.10.2"></div><br />
[[Image:620.2.10.3 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2, MUTCD 3B-15)'''</center>]]<br />
<br />
==620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)==<br />
<br />
'''Support.''' There are two types of raised pavement markers, temporary and snowplowable. Snowplowable raised pavement markers are considered to be a long life marking application. Temporary markers are an option for temporarily marking the pavement surface after a hot mix overlay or other surface treatment that obliterates the existing markings (see [https://www.modot.org/sites/default/files/documents/62010.pdf Standard Plan 620.10]). Temporary markers, with covers, are to be used if the surface treatment operation includes the use of emulsion, such as chip seals, sand seals and scrub seals. The markers are placed prior to the emulsion spray to ensure a good bond to the existing pavement and the covers are removed after the surface sealing operation.<br />
<br />
MoDOT is responsible for the maintenance of snowplowable raised pavement markers. This maintenance involves the replacement of the reflective lenses that are inlaid into the castings and checking that the castings are firmly in the pavement.<br />
<br />
'''Standard.''' The color of raised pavement markers under both daylight and nighttime conditions shall conform to the color of the marking for which they serve as a positioning guide, or for which they supplement or substitute.<br />
<br />
No new snowplowable raised pavement markers will be installed on MoDOT roads.<br />
<br />
Snowplowable raised pavement markers that are found to be loose in the pavement shall be removed.<br />
<br />
'''Option.''' The side of a raised pavement marker that is visible to traffic proceeding in the wrong direction may be red (see [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors]]). <br />
<br />
Retroreflective or internally illuminated raised pavement markers may be used in the roadway immediately adjacent to curbed approach ends of raised medians and curbs of islands, or on top of such curbs (see [[#620.2.22 Curb Markings (MUTCD Section 3B.23)|EPG 620.2.22]]).<br />
<br />
'''Support.''' Retroreflective and internally illuminated raised pavement markers are available in mono-directional and bidirectional configurations. The bidirectional marker is capable of displaying the applicable color for each direction of travel.<br />
<br />
'''Standard.''' When used, internally illuminated raised pavement markers shall be steadily illuminated and shall not be flashed.<br />
<br />
'''Guidance.''' The spacing of raised pavement markers used to supplement or substitute for other types of longitudinal markings should correspond with the pattern of broken lines for which the markers supplement or substitute.<br />
<br />
A visual inspection should be performed in the spring of the year to determine the condition and the number of reflectors needed to maintain the markers. The replacement schedule should be determined by the district to best use available time and personnel. This survey should also include the condition of the castings in the pavement.<br />
<br />
'''Standard.''' The value of N for the spacing of raised pavement markers shall equal the length of one line segment plus one gap of the broken lines used on the highway. <br />
<br />
The spacing of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10].<br />
<br />
'''Option.''' The replacement of defective reflectors may be accomplished under contract.<br />
<br />
==620.2.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings (MUTCD Section 3B.12)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.13 Raised Pavement Markers Supplementing Other Markings (MUTCD Section 3B.13)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.14 Raised Pavement Markers Substituting for Pavement Markings (MUTCD Section 3B.14)==<br />
<br />
Not used in Missouri.<br />
<br />
==620.2.15 Transverse Markings (MUTCD Section 3B.15)==<br />
<br />
'''Standard.''' Transverse markings, which include shoulder markings, word and symbol markings, arrows, stop lines, yield lines, crosswalk lines, speed measurement markings, speed reduction markings, speed hump markings, parking space markings, and others, shall be white unless otherwise provided herein.<br />
<br />
'''Guidance.''' Because of the low approach angle at which pavement markings are viewed, transverse lines should be proportioned to provide visibility at least equal to that of longitudinal lines.<br />
<br />
Transverse markings should use durable materials for permanent installations.<br />
<br />
'''Support.''' Particular attention must be given to the maintenance of transverse lines and markings. Due to their placement on the pavement, these markings are subject to constant wear.<br />
<br />
==620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)==<br />
<br />
'''Guidance.''' Stop lines should be used to indicate the point behind which vehicles are required to stop, in compliance with a traffic control signal.<br />
<br />
'''Option.''' Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.<br />
<br />
Yield lines may be used to indicate the point behind which vehicles are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here to Pedestrians (R1-5 or R1-5a) sign. <br />
<br />
'''Standard.''' Except as provided in MUTCD Section 8B.28, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign or at locations on uncontrolled approaches where drivers are required by State law to yield to pedestrians.<br />
<br />
Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, a traffic control signal, or some other traffic control device.<br />
<br />
Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required.<br />
<br />
Stop lines shall be used in advance of railroad crossings to indicate the appropriate location to stop.<br />
<br />
When any crosswalk is installed where a permanent traffic control device is provided, such as a STOP sign or traffic signal, a stop line shall be installed in advance of the crosswalk.<br />
<br />
Stop lines shall be 24 in. wide and shall extend across all lanes affected by the traffic control device.<br />
<br />
Yield lines (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required. The spacing of triangles in a yield line shall be consistent for that marking.<br />
<div id="Guidance. Yield lines should be"></div><br />
'''Guidance.''' Yield lines should be 12in. wide by 18in. long with 3 in. to 12 in. spacing between triangles, as shown on [[https://www.modot.org/media/16896 Standard Plan 620.00]. Yield line triangles are paid for per each individual triangle. A yield line, for a lane that is 12 ft. or narrower, will consist of 6 individual triangles spaced accordingly. Locations in lanes wider than 12 ft. will require additional triangles and possible adjustment to the spacing between each. <br />
<br />
Yield lines may be considered for those locations where a free right turn lane is developed but there is not an acceleration lane on the intersecting road. Yield lines may also be considered at on ramps with tapered acceleration lanes as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Lined and Channelizing Line Applications for Entrance Ramp Markings]].<br />
<br />
Yield lines may also be used where engineering judgment indicates a need.<br />
<br />
'''Guidance.''' If used, stop and yield lines should be placed a minimum of 4 ft. in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [https://epg.modot.org/index.php/620.3_Roundabout_Markings_(MUTCD_Chapter_3C)#620.3.4_Yield_Lines_for_Roundabouts_.28MUTCD_Section_3C.4.29 EPG 620.3.4 Yield Lines for Roundabouts] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 ft. nor less than 4 ft. from the nearest edge of the intersecting traveled way. Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.<br />
<br />
When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.<br />
<br />
When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.<br />
<br />
Stop lines at midblock signalized locations should be placed at least 40 ft. in advance of the nearest signal indication. <br />
<br />
If yield or stop lines are used at a crosswalk that crosses an uncontrolled multilane approach, the yield lines or stop lines should be placed 20 to 50 ft. in advance of the nearest crosswalk line, and parking should be prohibited in the area between the yield or stop line and the crosswalk (see Figure 620.2.17.1 Examples of Yield Lines at Unsignalized Midblock Crosswalks). <br />
<br />
'''Standard.''' If yield (stop) lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.6_YIELD_HERE_TO_PEDESTRIANS_Signs_.28R1-5.2C_R1-5a.29_.28MUTCD_Section_2B.11.29 Yield Here To (Stop Here For) Pedestrians (R1-5 series)] signs (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11 Raised Pavement Markers]]) shall be used.<br />
<br />
'''Guidance.''' Yield (stop) lines and Yield Here To (Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.<br />
<br />
'''Support.''' Drivers yielding or stopping too close to crosswalks that cross uncontrolled multi-lane approaches place pedestrians at risk by blocking other drivers’ views of pedestrians and by blocking pedestrians’ view of vehicles approaching in the other lanes. <br />
<br />
'''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis. Refer to [[#Fig. 620.2.8.2|"D" of Fig. 620.2.8.2]].<br />
<br />
'''Support.''' Staggered stop lines and staggered yield lines can improve the driver's view of pedestrians, provide better sight distance for turning vehicles and increase the turning radius for left-turning vehicles.<br />
<br />
[[#620.2.26 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)|EPG 620.2.26 Stop and Yield Lines at Highway-Rail Grade Crossings]] contains information regarding the use of stop lines and yield lines at grade crossings.<br />
<br />
<div id="Fig. 620.2.16"></div><br />
[[Image:620.2.16 3B16 2016.jpg|thumb|center|780px|<center>'''Fig. 620.2.16, Examples of Yield Line Layouts (MUTCD Fig. 3B-16)'''</center>]]<br />
<br />
==620.2.17 Do Not Block Intersection Markings (MUTCD Section 3B.17)==<br />
<br />
'''Option.''' Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.<br />
<br />
'''Standard.''' If used, Do Not Block Intersection markings (see Figure 620.2.17.2) shall consist of wide solid white lines that outline the intersection area that vehicles must not block 8 in. to 12 in. wide and white cross-hatching within the intersection area 4 in. to 6 in. wide.<br />
<br />
Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|EPG 903.5.30]]), one or more DO NOT STOP ON TRACKS (R8-8) signs (see [https://epg.modot.org/index.php/903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.9_DO_NOT_STOP_ON_TRACKS_Sign_.28R8-8.29_.28MUTCD_Section_8B.09.29 EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]]) or one or more similar signs.<br />
<br />
<div id="Fig. 620.2.17.1"></div><br />
[[Image:620.2.17.1 3B17.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.1, Examples of Yield Lines at Unsignalized Midblock Crosswalks (MUTCD Fig. 3B-17)'''</center>]]<br />
<br />
<div id="Fig. 620.2.17.2"></div><br />
[[Image:620.2.17.2 3B18.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.2, Do Not Block Intersection Markings (MUTCD Fig. 3B-18)'''</center>]]<br />
<br />
==620.2.18 Crosswalk Markings (MUTCD Section 3B.18)==<br />
<br />
'''Support.''' Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. <br />
<br />
In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.<br />
<br />
At non-intersection locations, crosswalk markings legally establish the crosswalk.<br />
<br />
'''Standard.''' When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. They shall be not less than 6 in. nor greater than 24 in. wide and 6 ft. apart.<br />
<br />
If transverse lines are used to mark a crosswalk, the gap between the lines shall not be less than 6 feet. If longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk shall not be less than 6 ft. wide.<br />
<br />
'''Guidance.''' Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see [https://www.modot.org/media/16896 Standard Plan 620.00]).<br />
<br />
At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).<br />
<br />
Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk installed at a location away from a traffic control signal or STOP or YIELD signs. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average annual daily traffic (AADT), the posted or statutory speed limit or 85<sup>th</sup>-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting and other appropriate factors.<br />
<br />
New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:<br />
<br />
:A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or<br />
<br />
:B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.<br />
<br />
'''Support.''' Chapter 4F of the MUTCD contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.<br />
<br />
'''Guidance.''' Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|Non-vehicular Sign (W11-2, W11-7)]]) should be installed and adequate visibility should be provided by parking prohibitions.<br />
<br />
If used, the “Continental” pedestrian crosswalk marking should consist of longitudinal lines 30 in. wide and spaced equally, centering one block in each lane, one block across each lane line or centerline, and placing one half block against each edgeline.<br />
<br />
When longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines should be omitted. The marking design should avoid the wheel paths.<br />
<br />
'''Option.''' Existing 33 in. and 36 in. crosswalk blocks may be maintained in place or replaced with 30 in. blocks.<br />
<br />
'''Support.''' [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]] contains information regarding placement of stop line markings near crosswalk markings.<br />
<br />
'''Option.''' Where permanent traffic control devices are not provided, speeds are greater than 35 mph or the crosswalk is located in rural locations where they are unexpected, the width of the crosswalk line may be increased up to 24 inches.<br />
<br />
Crosswalks may be located mid-block if this placement offers greater safety to the pedestrian than the normal placement at an intersection. In these cases, the “Continental” pedestrian crosswalk marking may be used for greater emphasis and visibility. This type of marking may also be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. <br />
<br />
'''Standard.''' All school crosswalks authorized by an agreement between the Commission and the school and/or city shall be marked. Crosswalks for schools shall be maintained in a manner that will provide a clearly visible marking at all times.<br />
<br />
All school crosswalks shall be marked using both the advance school crosswalk and the school crosswalk sign, refer to [[903.18 Signing for School Areas#903.18.8 School Sign (S1-1) and Plaques (S4-3p, W16-9P and W16-7P) (MUTCD Section 7B.08)|EPG 903.18.8 School Sign (S1-1) and Plaques]].<br />
<br />
'''Option.''' When school crosswalks are located mid-block, the “Continental” pedestrian crosswalk marking may be used for greater emphasis and visibility.<br />
<br />
'''Guidance.''' Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.<br />
<br />
'''Support.''' Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11) contains specifications for design and placement of detectable warning surfaces.<br />
<br />
<div id="Fig. 620.2.18"></div><br />
[[Image:620.2.18 3B19.jpg|thumb|center|780px|<center>'''Fig. 620.2.18, Examples of Crosswalk Markings (MUTCD Figs. 3B-19 and -20)'''</center>]]<br />
<br />
==620.2.19 Parking Space Markings (MUTCD Section 3B.19)==<br />
<br />
'''Support.''' Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial. Parking space markings tend to prevent encroachment into fire hydrant zones, bus stops, loading zones, approaches to intersections, curb ramps, and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in [[#Fig. 620.2.19.1|Fig. 620.2.19.1, Examples of Parking Space Markings]].<br />
<br />
If the parking lot is not striped, it is not necessary to mark the disabled reserved stall.<br />
<br />
'''Standard.''' Parking space markings shall be white.<br />
<br />
The marking used for disabled parking areas shall be white, except for the curb painting, which shall be blue in color.<br />
<br />
If the parking lot is striped, then the required number of disabled stalls shall be marked as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"<br />
|- <br />
! style="background:#BEBEBE"| Total Parking in Lot !! style="background:#BEBEBE"| Required Minimum Number of Accessible Spaces <br />
|-<br />
| 1 to 25 || 1 <br />
|-<br />
| 26 to 50 || 2<br />
|-<br />
| 51 to 75 || 3<br />
|-<br />
| 76 to 100 || 4<br />
|-<br />
| 101 to 150 || 5<br />
|-<br />
| 151 to 200 || 6<br />
|-<br />
| 201 to 300 || 7<br />
|-<br />
| 301 to 400 || 8<br />
|-<br />
| 401 to 500 || 9<br />
|-<br />
| 501 to 1000 || (2 percent of total)<br />
|-<br />
| 1001 and over || (20 plus 1 for each 100 over 1000<br />
|}<br />
<br />
If disabled parking stalls are marked, then at least one shall be marked as "Van Accessible". Additional van accessible parking stalls are required in the ratio of one van accessible per eight disabled stalls. The neutral zone adjacent to a van accessible stall shall be 8 ft. wide as opposed to the standard 5 ft. width.<br />
<br />
'''Option.''' Spaces required by the above may not need be provided in the particular lot. These spaces may be provided in a different location if they provide equivalent or greater accessibility for the disabled person (see [[#Fig. 620.2.20.4|Disabled Parking Areas]]).<br />
<br />
'''Guidance.''' For disabled parking, depending upon the number of linear feet of curb requiring blue paint, 1 or 2 gallons of our standard white traffic paint should be taken to a local paint store to have blue paint pigment added. 10 ounces of the blue pigment should be added to 1 gallon of our standard white traffic paint. The blue paint pigment that can be used is available through Sherman Williams paint stores and other businesses that handle the "Blenda Color blue - No. A6011". The mixed blue paint will be lighter in color than the blue background we provide on our disabled parking signs, however, it will be acceptable.<br />
<br />
'''Option.''' Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities.<br />
<br />
'''Support.''' Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]] and illustrated in [[#Fig. 620.2.19.2|Fig. 620.2.19.2]]. The design and layout of accessible parking spaces for persons with disabilities is provided in the [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11).<br />
<br />
<div id="Fig. 620.2.19.1"></div><br />
[[Image:620.2.20.1 3B21.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.1, Examples of Parking Space Markings (MUTCD Fig. 3B-21)'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.2"></div><br />
[[Image:620.2.20.2.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.2, International Symbols of Accessibility Parking Space Marking'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.3"></div><br />
[[Image:620.2.20.3.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.3, Disabled Symbol Detail'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.4"></div><br />
[[Image:620.2.20.4.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.4, Disabled Parking Area'''</center>]]<br />
<br />
<div id="Fig. 620.2.19.5"></div><br />
[[Image:620.2.20.5.jpg|thumb|center|780px|<center>'''Fig. 620.2.19.5, Disabled Parking Area Multiple'''</center>]]<br />
<br />
<br />
==620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)==<br />
<br />
'''Guidance.''' Word, symbol and arrow markings on the pavement are used for the purpose of guiding, warning, or regulating traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user's attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [https://www.modot.org/media/16896 Standard Plan 620.00] and [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]].<br />
<br />
'''Option.''' Word, symbol and arrow markings, including those contained in the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11), may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning or guidance messages. Among the word, symbol and arrow markings that may be used are the following: <br />
<br />
:A. Regulatory: <br />
<br />
::1. STOP <br />
<br />
::2. YIELD<br />
<br />
::3. RIGHT (LEFT) TURN ONLY <br />
<br />
::4. 25 MPH <br />
<br />
::5. Lane use and wrong way Arrow Symbols<br />
<br />
::6. Other preferential lane word markings <br />
<br />
:B. Warning: <br />
<br />
::1. STOP AHEAD <br />
<br />
::2. YIELD AHEAD <br />
<br />
::3. YIELD AHEAD Triangle Symbol <br />
<br />
::4. SCHOOL XING <br />
<br />
::5. SIGNAL AHEAD <br />
<br />
::6. PED XING <br />
<br />
::7. SCHOOL <br />
<br />
::8. R X R <br />
<br />
::9. BUMP <br />
<br />
::10. HUMP <br />
<br />
::11. Lane reduction arrows<br />
<br />
:C. Guide: <br />
<br />
::1. Route numbers (route shield pavement marking symbols and/or words such as I-70,US 40, STATE 135 or ROUTE 10)<br />
<br />
::2. Cardinal directions (NORTH, SOUTH, EAST or WEST)<br />
<br />
::3. TO<br />
<br />
'''Standard.''' Word, symbol and arrow markings shall be white and reflectorized, except as otherwise provided in this article. <br />
<br />
Pavement marking letters, numerals, symbols and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11).<br />
<br />
<div id="Fig. 620.2.20.1"></div><br />
[[Image:620.2.20.6 3B23.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.1, Example of Elongated Letters for Word Pavement Markings (MUTCD 3B-23)'''</center>]]<br />
<br />
<div id="Fig. 620.2.20.2"></div><br />
[[Image:620.2.20.7 3B24.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings (MUTCD 3B-24)'''</center>]]<br />
<br />
'''Guidance.''' When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.<br />
<br />
The elongation of these markings is dependent upon the posted speed limit and should be as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"<br />
|- <br />
|align="center" colspan="3" style="background:#BEBEBE"|'''Table 620.2.20 Pavement Marking Lettering Heights and Spacings<br />
|-<br />
! style="background:#BEBEBE"| Posted Speed Limit !! style="background:#BEBEBE"| Elongated Length !! style="background:#BEBEBE" | Approximate Space Between Word and Symbol <br />
|-<br />
| 35 mph or less || 8 ft. || 32 ft. <br />
|-<br />
| Greater than 35 mph || 10 ft. || 40 ft. <br />
|}<br />
<br />
The spacing between the word and symbol is approximate and should be adjusted as field conditions warrant. <br />
<br />
Word and symbol markings should not exceed three lines of information.<br />
<br />
If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.<br />
<br />
Except for the two opposing arrows of a two-way left-turn lane marking (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]), the longitudinal space between word or symbol message markings, including arrow markings, should be at least four times the height of the characters for low-speed roads, but not more than ten times the height of the characters under any conditions.<br />
<br />
The number of different word and symbol markings used should be minimized to provide effective guidance and avoid misunderstanding.<br />
<br />
'''Option.''' The SCHOOL word marking may extend to the width of two approach lanes (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).<br />
<br />
'''Guidance.''' When the SCHOOL word marking is extended to the width of two approach lanes, the characters should be 10 ft. or more tall (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).<br />
<br />
Pavement word, symbol and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.<br />
<br />
'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols and arrows may be smaller than suggested, but to the relative scale.<br />
<br />
Pavement markings simulating Interstate, U.S., State, and other official highway route shield signs (see MUTCD Figure 2D-3) with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see Figure 620.2.20.3, Examples of Elongated Route Shields for Pavement Markings).<br />
<br />
<div id="Fig. 620.2.20.3"></div><br />
[[Image:620.2.20.8 3B25.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.3, Examples of Elongated Route Shields for Pavement Markings (MUTCD 3B-25)'''</center>]]<br />
<br />
'''Standard.''' Except at the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)]] and [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.4_STOP_Sign_.28R1-1.29_and_ALL_WAY_Plaque_.28R1-3P.29_.28MUTCD_Section_2B.05.29 STOP] (see MUTCD Section 2B.05) sign. At the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line. <br />
<br />
The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times. <br />
<br />
'''Option.''' A yield-ahead triangle symbol (see [[#Fig. 620.2.20.10|Figure 620.2.20.10 Yield Ahead Triangle Symbols]]) or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.<br />
<br />
'''Standard.''' The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|YIELD sign]] is in place at the intersection. The yield-ahead symbol marking shall be as shown in [[#620.2.20.10|Figure 620.2.20.10, Yield Ahead Triangle Symbols]]. <br />
<br />
'''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2]]) should be placed in each parking space designated for use by persons with disabilities. <br />
<br />
'''Option.''' A blue background with white border may supplement the wheelchair symbol as shown in [[#Fig. 620.2.20.2|Fig. 620.2.20.2 International Symbol of Accessibility Parking Space Marking with Blue Background and White Border Options]]. <br />
<br />
'''Support.''' Lane-use arrow markings (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#Fig. 620.2.20.11|Fig. 620.2.20.11, Examples of Lane-Use Control Word and Arrow Pavement Markings)]] and in two-way left-turn lanes (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application]]).<br />
<br />
'''Guidance.''' Lane-use arrow markings (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]]) should be used in lanes designated for the exclusive use of a turning movement, including turn bays, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane use arrows markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road [[#Fig. 620.2.8.1|Fig. 620.2.8.1, Examples of Line Extensions through Intersections]]. When used in turn lanes, at least two arrows should be used, one at or near the upstream end of the full-width turn lane and one an appropriate distance upstream from the stop line or intersection [[#Fig. 620.2.5.10.1|Figs. 620.2.5.10.1]] and [[#Fig. 620.2.5.10.2|620.2.5.10.2, Examples of Applications of Conventional Road lane-Drop Marking]] and [[#Fig. 620.2.20.9|Fig. 620.2.20.9, Spacing of Arrows in Left Turn Lanes]].<br />
<br />
The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#Fig. 620.2.20.4|Fig. 620.2.20.4 Spacing of Arrows in Left Turn Lanes]]): <br />
<br />
:A. The first arrow should be placed 75 ft. in advance of the stop bar. <br />
<br />
:B. The second arrow should be placed 200 ft. in advance of the stop bar. <br />
<br />
:C. Any additional arrows should be placed 400 ft. behind the stop bar. <br />
<br />
'''Option.''' The distances between arrows may be adjusted if there are special circumstances that warrant the change. <br />
<br />
'''Guidance.''' Where opposing offset channelized left-turn lanes exist, lane-use arrow markings should be placed near the downstream terminus of the offset left-turn lanes to reduce wrong-way movements (see MUTCD Fig. 2B-17).<br />
<br />
'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong way movements.<br />
<br />
'''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, lane-use arrow markings shall be used and shall be accompanied by standard signs and the word ONLY.<br />
<br />
The ONLY shall be placed on the pavement in advance of each arrow.<br />
<br />
Lane use, lane reduction, and wrong-way arrow markings shall be designed as shown in [https://www.modot.org/media/16896 Standard Plan 620.00] and [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]].<br />
<br />
'''Guidance.''' The use of straight arrows should be reserved for correcting special cases, such as, locations where accidents are occurring as a result of vehicles making turns from the through lanes.<br />
<br />
Where through lanes become mandatory turn lanes, signs or markings should be repeated as necessary to prevent entrapment and to help the road user select the appropriate lane in advance of reaching a queue of waiting vehicles.<br />
<br />
The word ONLY should be centered between all arrows used in the mandatory lane. Spacing between the arrow and the ONLY should be 4 to 10 times the height of the ONLY. In cases where the ONLY is set between two arrows it should be equally spaced between the arrows. The use of ONLY should not apply to exit ramps.<br />
<br />
'''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.<br />
<br />
'''Guidance.''' A two-way left-turn lane-use arrow pavement marking, with opposing arrows spaced as shown in [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4 Example of Two-Way Left-Turn Lane Marking Application]] should be used at or just downstream from the beginning of a two-way left-turn lane.<br />
<br />
'''Option.''' Additional two-way left-turn lane-use arrow markings may be used at other locations along a two-way left-turn lane where engineering judgment determines that such additional markings are needed to emphasize the proper use of the lane.<br />
<br />
'''Standard.''' A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.<br />
<br />
Lane-use, lane-reduction, and wrong-way arrow markings shall be designed as shown in [[#Fig. 620.2.20.2|Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] and in ''Standard Highway Signs and Markings'' (see MUTCD Section 1A.11).<br />
<br />
'''Option.''' The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement (see [[#Fig. 620.2.20.5|Fig. 620.2.20.5, Examples of Lane-Use Control Word and Arrow Pavement Markings]] or to supplement a preferential lane word or symbol marking (see MUTCD Section 3D.01). <br />
<br />
'''Standard.''' The ONLY word marking shall not be used in a lane that is shared by more than one movement.<br />
<br />
'''Guidance.''' Where a lane-reduction transition occurs on a roadway with a speed limit of 45 mph or more, the lane-reduction arrow markings shown in [[#Fig. 620.2.20.2|"F" in Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] should be used (see [[#Fig. 620.2.9.1|Fig. 620.2.9.1, Examples of Applications for Lane-Reduction Transition Marking]]). Except for acceleration lanes, where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, the lane-reduction arrow markings shown in "F" in Figure 620.2.20.2 should be used if determined to be appropriate based on engineering judgment. Examples of locations where they may be effective are at the terminus of hill climbing lanes, lane drops immediately after intersections, or other areas where the geometrics create a lane drop situation that is not obvious to the driver.<br />
<br />
'''Option.''' Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.<br />
<br />
Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.<br />
<br />
A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.<br />
<br />
Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.<br />
<br />
'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.<br />
<br />
'''Guidance.''' If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop bar has been provided, the arrow should be placed 25 ft. in advance of this marking.<br />
<br />
On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.<br />
<br />
Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.<br />
<br />
'''Option.''' The wrong-way arrow markings shown in [[#Fig. 620.2.20.2|"D" in Fig. 620.2.20.2, Examples of Standard Arrows for Pavement Markings]] may be placed near the downstream terminus of a ramp as shown in Examples of Arrow Markings at Exit Ramp Terminals (MUTCD Figs. 2B-18 and -19) or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.<br />
<br />
A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection (see [[#Fig. 620.2.20.10|Yield Ahead Triangle Symbols]]).<br />
<br />
'''Support.''' Lane-use arrow markings are often used to provide guidance in turn bays, where turns may or may not be mandatory, and in two-way left-turn lanes.<br />
<br />
<div id="Fig. 620.2.20.4"></div><br />
[[Image:620.2.20.9.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.4, Spacing of Arrow in Left-Turn Lanes'''</center>]]<br />
<br />
<div id="Fig. 620.2.20.5"></div><br />
[[Image:620.2.22.2 3B27.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.5, Examples of Lane-Use Control Word and Arrow Pavement Markings (MUTCD 3B-27)'''</center>]]<br />
<br />
==620.2.21 Aircraft Speed Measurement Markings (MUTCD Section 3B.21)==<br />
<br />
'''Support.''' An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.<br />
<br />
'''Standard.''' Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.<br />
<br />
Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the block shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See Fig. 620.2.21, Pavement Marking for Aircraft Speed Check Stations).<br />
<br />
The markings shall be reflective, and are to be placed on the center of each driving lane.<br />
<br />
Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.1 General (MUTCD Chapter 3A)#620.1.14 Obliteration of Pavement Markings|Obliteration of Pavement Markings]].<br />
<br />
'''Option.''' A third block may be installed at the special request of the Highway Patrol.<br />
<br />
If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes. <br />
<br />
'''Guidance.''' Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.<br />
<br />
The application of any material should be done following the manufacturer’s recommendations for installation.<br />
<br />
'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.<br />
<br />
<div id="Fig. 620.2.21"></div><br />
[[Image:620.2.20.11.jpg|thumb|center|780px|<center>'''Fig. 620.2.21, Pavement Marking for Aircraft Speed Check Stations'''</center>]]<br />
<br />
==620.2.22 Curb Markings (MUTCD Section 3B.23)==<br />
<br />
'''Support.''' Curb markings are most often used to indicate parking regulations or to delineate the curb.<br />
<br />
'''Standard.''' Where curbs are marked to convey parking regulations in those areas where curb markings are frequently obscured by snow and ice accumulation signs shall be used with the curb markings except as provided below.<br />
<br />
All barrier curbs, curbs a minimum of 6 in. tall with a vertical face shall be marked.<br />
<br />
'''Guidance.''' Except as provided in the Option, when curb markings are used without signs to convey parking regulations, a legible word marking regarding the regulation (such as “No Parking” or “No Standing”) should be placed on the curb.<br />
<br />
'''Option.''' Curb markings without word markings or signs may be used to convey a general prohibition by statute of parking within a specified distance of a STOP sign, YIELD sign, driveway, fire hydrant or crosswalk. <br />
<br />
Local highway agencies may prescribe special colors for curb markings to supplement standard signs for parking regulation.<br />
<br />
'''Support.''' Since yellow and white curb markings are frequently used for curb delineation and visibility, it is advisable to establish parking regulations through the installation of standard signs (see [[903.5 Regulatory Signs#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|EPG 903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series)]] through [[903.5 Regulatory Signs#903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)|EPG 903.5.28 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8P)]]. <br />
<br />
'''Standard.''' Where curbs are marked for delineation or visibility purposes, the colors shall comply with to the general principles of markings (see<br />
[[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors (MUTCD Section 3A.05)]].<br />
<br />
'''Guidance.''' Curbs should not be marked in the following cases:<br />
:A. Where the posted speed limit is 40 mph or less,<br />
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances,<br />
:C. Curbs that are mountable (less than 6 in. tall).<br />
<br />
'''Standard.''' Barrier curbs shall be marked in cases A to C if they are used to redirect the flow of traffic.<br />
[[image:620.2.23.jpg|right|350px|thumb|<center>'''Fig. 620.2.22, Typcial Markings for Barrier Curb'''</center><br />
<center>Note: Paint used on curbs shall be of the same color as the edgeline they parallel. If no edgeline is present, the curb shall be marked the appropriate color as if there was an edgeline present.</center>]]<br />
'''Option.''' The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See Fig. 620.2.22, Typical Markings for Barrier Curb). <br />
<br />
'''Guidance.''' Retroreflective solid yellow markings should be placed on approach ends of raised medians and curbs of islands that are located in the line of traffic flow where the curb serves to channel traffic to the right of the obstruction.<br />
<br />
Retroreflective solid white markings should be used when traffic is permitted pass on either side of the island.<br />
<br />
'''Support.''' Where the curbs of the islands become parallel to the direction of traffic flow, it is not necessary to mark the curbs unless an engineering study indicates the need for this type of delineation.<br />
<br />
Curbs at openings in a continuous median island need not be marked unless an engineering study indicates the need for this type of marking.<br />
<br />
'''Option.''' Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed noses of raised medians and curbs of islands, as a supplement to or substitute for retroreflective curb markings used for delineation.<br />
<br />
==620.2.23 Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)==<br />
<br />
'''Guidance.''' Hash bars may be used to supplement other pavement marking which delineate locations not to be driven on. Examples of such markings are: <br />
<br />
:A. Left turn bubbles<br />
:B. No Parking areas <br />
:C. Gore Points <br />
:D. Shoulders<br />
:E. Pavement Transitions <br />
:F. Painted Medians. <br />
<br />
If there is insufficient space to place a minimum of 3 hash bars at 50 ft. intervals, the spacing should be reduced (see Fig. 620.2.23 Typical Hash Bar Markings). <br />
<br />
<div id="Fig. 620.2.23"></div><br />
[[Image:620.2.19.jpg|thumb|center|780px|<center>'''Fig. 620.2.23, Typical Hash Bar Markings'''</center>]]<br />
<br />
'''Option.''' Chevron and diagonal crosshatch markings may be used to discourage travel on certain paved areas, such as:<br />
<br />
:* shoulders<br />
:* gore areas<br />
:* flush median areas between solid double yellow centerline markings or between white channelizing lines approaching obstructions in the roadway (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|EPG 620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)]] and [[#Fig. 620.2.10.1|Figs. 620.2.10.1 and 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway]])<br />
:* between solid double yellow centerline markings forming flush medians or channelized travel paths at intersections (see [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]])<br />
:* buffer spaces between preferential lanes and general-purpose lanes (see [[620.4 Markings for Preferential Lanes (MUTCD Chapter 3D)#Fig. 620.4.2.2|Figs. 620.4.2.2 Markings for Buffer-Separated Preferential Lanes (MUTCD 3D-2)]] and [[620.4 Markings for Preferential Lanes (MUTCD Chapter 3D)#Fig. 620.4.2.5|Fig. 620.4.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways (MUTCD 3D-4)]])<br />
:* and at grade crossings (see MUTCD Part 8).<br />
<br />
'''Standard.''' Hash bars shall be marked using a 24 in. wide stripe set at a 45 degree angle to the driving lane.<br />
<br />
The standard spacing between hash bars shall be 50 ft. with a minimum of 3 hash bars being used per application.<br />
<br />
When crosshatch markings are used in paved areas that separate traffic flows in the same general direction, they shall be white and they shall be shaped as chevron markings, with the point of each chevron facing toward approaching traffic, as shown in [[#Fig. 620.2.5.1|Figs. 620.2.5.1 and 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings]], [[#Fig. 620.2.5.3|"A" of Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings]], [[#Fig. 620.2.5.5|Figs. 620.2.5.5 through 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings]] and [[#Fig. 620.2.10.2|Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
When crosshatch markings are used in paved areas that separate opposing directions of traffic, they shall be yellow diagonal markings that slant away from traffic in the adjacent travel lanes, as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]], [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]] and [[#Fig. 620.2.10.1|Both "A" and "B" of Fig. 620.2.10.1, Examples of Applications of Markings for Obstructions in the Roadway]].<br />
<br />
When crosshatch markings are used on paved shoulders, they shall be diagonal markings that slant away from traffic in the adjacent travel lane. The diagonal markings shall be yellow when used on the left-hand shoulders of the roadways of divided highways and on the left-hand shoulders of one-way streets or ramps. The diagonal markings shall be white when used on right-hand shoulders.<br />
<br />
==620.2.24 Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)==<br />
<br />
'''Standard.''' All grade crossing pavement markings shall be retroreflectorized white. All other markings shall be in accordance with [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br />
<br />
On paved roadways, pavement markings in advance of a grade crossing shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with centerline markings in compliance with [[#620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)|EPG 620.2.1]]), and certain transverse lines as shown in Fig. 620.2.26.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings and Fig. 620.2.26.2, Grade Crossing Pavement Markings.<br />
<br />
Identical markings shall be placed in each approach lane on all paved approaches to grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or greater.<br />
<br />
Pavement markings shall not be required at grade crossings where the posted or statutory highway speed is less than 40 mph if an engineering study indicates that other installed devices provide suitable warning and control. Pavement markings shall not be required at grade crossings in urban areas if an engineering study indicates that other installed devices provide suitable warning and control.<br />
<br />
'''Guidance.''' When pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign. The X symbol and letters should be elongated to allow for the low angle at which they will be viewed.<br />
<br />
'''Option.''' When justified by engineering judgment, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.<br />
<br />
==620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)==<br />
<br />
'''Standard.''' On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, gates, or traffic control signals, a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) shall be installed to indicate the point behind which highway vehicles are or might be required to stop.<br />
<br />
'''Guidance.''' On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which highway vehicles are required to stop or as near to that point as practical.<br />
<br />
If a stop line is used, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 ft. in advance of the gate (if present), but no closer than 15 ft. in advance of the nearest rail.<br />
<br />
'''Option.''' On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) or a stop line may be installed to indicate the point behind which highway vehicles are required to yield or stop or as near to that point as practical.<br />
<br />
'''Guidance.''' If a yield line is used, it should be a transverse line (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) at a right angle to the traveled way and should be placed no closer than 15 ft. in advance of the nearest rail (see Fig. 620.2.26.2, Grade Crossing Pavement Markings).<br />
<br />
<div id="Fig. 620.2.28.1"></div><br />
[[Image:620.2.25.1 8B6 2020.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings (MUTCD 8B-6)'''</center>]]<br />
<br />
<div id="Fig. 620.2.28.2"></div><br />
[[Image:620.2.28.2 8B7.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.2, Grade Crossing Pavement Markings (MUTCD 8B-7)'''</center><br />
<center> Note: Refer to Fig. 620.2.25.1 for placement.</center>]]<br />
<br />
==620.2.26 Pavement Markings for Bicycle Facilities (MUTCD Section 9C)==<br />
<br />
===620.2.26.1 Functions of Markings (MUTCD Section 9C.01)===<br />
<br />
'''Support.''' Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating assigned travel paths, indicate correct position for traffic control signal actuation and provide advance information for turning and crossing maneuvers.<br />
<br />
===620.2.26.2 General Principles (MUTCD Section 9C.03)===<br />
<br />
'''Guidance.''' Bikeway design guides (see MUTCD Section 9A.05) should be used when designing markings for bicycle facilities.<br />
<br />
'''Standard.''' Markings used on bikeways shall be retroreflectorized.<br />
<br />
'''Guidance.''' Pavement marking word messages, symbols, and/or arrows should be used in bikeways where appropriate. Consideration should be given to selecting pavement marking materials that will minimize loss of traction for bicycles under wet conditions.<br />
<br />
'''Standard.''' The colors, width of lines, patterns of lines, symbols, and arrows used for marking bicycle facilities shall be as defined in [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5]], [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6]] and [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]].<br />
<br />
'''Support.''' All the figures in EPG 620.2.26 show examples of the application of lines, word messages, symbols and arrows on designated bikeways.<br />
<br />
'''Option.''' A dotted line may be used to define a specific path for a bicyclist crossing an intersection (see Figure 620.2.26.4.1) as described in EPG 620.1.6 and [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8]].<br />
<br />
===620.2.26.3 Marking Patterns and Colors on Shared-Use Paths (MUTCD Section 9C.03)=== <br />
<br />
'''Option.''' Where shared-use paths are of sufficient width to designate two minimum width lanes, a solid yellow line may be used to separate the two directions of travel where passing is not permitted, and a broken yellow line may be used where passing is permitted (see Fig. 620.2.26.4.2).<br />
<br />
'''Guidance.''' Broken lines used on shared-use paths should have the usual 1-to-3 segment-to-gap ratio. A nominal 3 ft. segment with a 9 ft. gap should be used.<br />
<br />
If conditions make it desirable to separate two directions of travel on shared-use paths at particular locations, a solid yellow line should be used to indicate no passing and no traveling to the left of the line.<br />
<br />
Markings as shown in Fig 620.2.26.4.2 should be used at the location of obstructions in the center of the path, including vertical elements intended to physically prevent unauthorized motor vehicles from entering the path.<br />
<br />
'''Option.''' A solid white line may be used on shared-use paths to separate different types of users. The R9-7 sign (see MUTCD Section 9B.12) may be used to supplement the solid white line.<br />
<br />
Smaller size letters and symbols may be used on shared-use paths. Where arrows are needed on shared-use paths, half-size layouts of the arrows may be used (see [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]]).<br />
<br />
===620.2.26.4 Markings for Bicycle Lanes (MUTCD Section 9C.04)===<br />
<br />
'''Support.''' Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.<br />
<br />
'''Standard.''' Longitudinal pavement markings shall be used to define bicycle lanes.<br />
<br />
'''Guidance.''' If used, bicycle lane word, symbol, and/or arrow markings (see Figure 620.2.26.4.3) should be placed at the beginning of a bicycle lane and at periodic intervals along the bicycle lane based on engineering judgment.<br />
<br />
'''Standard.''' If the bicycle lane symbol marking is used in conjunction with word or arrow messages, it shall precede them.<br />
<br />
'''Option.''' If the word, symbol, and/or arrow pavement markings shown in Figure 620.2.26.4.3 are used, Bike Lane signs (see MUTCD Section 9B.04) may also be used, but to avoid overuse of the signs not necessarily adjacent to every set of pavement markings.<br />
<br />
'''Standard.''' A through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.<br />
<br />
'''Support.''' A bicyclist continuing straight through an intersection from the right of a right-turn lane or from the left of a left-turn lane would be inconsistent with normal traffic behavior and would violate the expectations of right- or left-turning motorists.<br />
<br />
'''Guidance.''' When the right through lane is dropped to become a right turn only lane, the bicycle lane markings should stop at least 100 ft. before the beginning of the right-turn lane. Through bicycle lane markings should resume to the left of the right turn only lane.<br />
<br />
An optional through-right turn lane next to a right turn only lane should not be used where there is a through bicycle lane. If a capacity analysis indicates the need for an optional through-right turn lane, the bicycle lane should be discontinued at the intersection approach.<br />
<br />
Posts or raised pavement markers should not be used to separate bicycle lanes from adjacent travel lanes.<br />
<div id="Fig. 620.2.26.4.1"></div><br />
[[image:620.2.29.4.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.1, Example of Intersection Pavement Markings – Designated Bicycle Lane with Left-Turn Area, Heavy Turning Volumes, Parking, One-Way Traffic or Divided Highway (MUTCD Fig. 9C-1)'''</center>]] <br />
<div id="Fig. 620.2.26.4.2"></div><br />
[[image:620.2.29.4.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.2, Examples of Centerline Markings for shared-Use Paths (MUTCD Fig. 9C-2)'''</center>]]<br />
<br />
'''Support.''' Using raised devices creates a collision potential for bicyclists by placing fixed objects immediately adjacent to the travel path of the bicyclist. In addition, raised devices can prevent vehicles turning right from merging with the bicycle lane, which is the preferred method for making the right turn. Raised devices used to define a bicycle lane can also cause problems in cleaning and maintaining the bicycle lane.<br />
<br />
'''Standard.''' Bicycle lanes shall not be provided on the circular roadway of a roundabout.<br />
<br />
'''Guidance.''' Bicycle lane markings should stop at least 100 ft. before the crosswalk, or if no crosswalk is provided, at least 100 ft. before the yield line, or if no yield line is provided, then at least 100 ft. before the edge of the circulatory roadway.<br />
<br />
'''Support.''' Examples of bicycle lane markings at right-turn lanes are shown in Figures 620.2.26.4.1, 620.2.26.7.1 and 620.2.26.7.2. Examples of pavement markings for bicycle lanes on a two-way street are shown in Figure 620.2.26.7.3. Pavement word message, symbol and arrow markings for bicycle lanes are shown in Figure 620.2.26.4.3.<br />
<div id="Fig. 620.2.26.4.3"></div> <br />
[[image:620.2.29.4.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.4.3, Word, Symbol and Arrow Pavement Markings for Bicycle Lanes (MUTCD Fig. 9C-3)</center>]]<br />
<br />
===620.2.26.5 Pavement Markings for Obstructions (MUTCD Section 9C.06)===<br />
<br />
'''Guidance.''' In roadway situations where it is not practical to eliminate a drain grate or other roadway obstruction that is inappropriate for bicycle travel, white markings applied as shown in Figure 620.2.26.7.5 should be used to guide bicyclists around the condition.<br />
<br />
===620.2.26.6 Shared Lane Marking (MUTCD Section 9C.07)===<br />
<br />
'''Option.''' The Shared Lane Marking shown in Fig. 620.2.26.6.6 may be used to:<br />
<br />
'''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,<br />
<br />
'''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,<br />
<br />
'''C.''' Alert road users of the lateral location bicyclists are likely to occupy within the traveled way,<br />
<br />
'''D.''' Encourage safe passing of bicyclists by motorists, and<br />
<br />
'''E.''' Reduce the incidence of wrong-way bicycling.<br />
<br />
'''Guidance.''' The Shared Lane Marking should not be placed on roadways that have a speed limit above 35 mph.<br />
<br />
'''Standard.''' Shared Lane Markings shall not be used on shoulders or in designated bicycle lanes.<br />
<br />
'''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 11 ft. from the face of the curb, or from the edge of the pavement where there is no curb.<br />
<br />
If used on a street without on-street parking that has an outside travel lane that is narrower than 14 ft., the centers of the Shared Lane Markings should be at least 4 ft. from the face of the curb, or from the edge of the pavement where there is no curb.<br />
<br />
If used, the Shared Lane Marking should be placed immediately after an intersection and spaced at intervals not greater than 250 ft. thereafter.<br />
<br />
'''Option.''' MUTCD Section 9B.06 describes a Bicycles May Use Full Lane sign that may be used in addition to or instead of the Shared Lane Marking to inform road users that bicyclists might occupy the travel lane.<br />
<div id="Fig. 620.2.26.6.1"></div><br />
[[image:620.2.29.7.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.1, Example of Bicycle Lane Treatment at a Right Turn Only Lane (MUTCD Fig. 9C-4)</center>]]<br />
<div id="Fig. 620.2.26.6.2"></div><br />
[[image:620.2.29.7.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.2, Example of Bicycle Lane Treatment at Parking Lane into a Right turn Only Lane (MUTCD Fig. 9C-5)</center>]]<br />
<div id="Fig. 620.2.26.6.3"></div><br />
[[image:620.2.29.7.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.3, Example of Pavement Markings for Bicycle Lanes on a Two-Way Street (MUTCD Fig. 9C-6)</center>]]<br />
<div id="Fig. 620.2.26.6.4"></div><br />
[[image:620.2.29.7.4.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.4, Bicycle Detector Pavement Marking (MUTCD Fig. 9C-7)</center>]]<br />
<br />
[[image:620.2.29.7.5.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.5, Examples of Obstruction Pavement Markings (MUTCD Fig. 9C-8)</center>]] <br />
<div id="Fig. 620.2.26.6.6"></div><br />
[[image:620.2.29.7.6.jpg|center|750px|thumb|<center>'''Fig. 620.2.26.6.6, Shared Lane Marking (MUTCD Fig. 9C-9)</center>]]<br />
<br />
<br />
<br />
[[Category:620 Pavement Marking|620.02]]</div>Legged1https://epg.modot.org/index.php?title=910.3_Dynamic_Message_Signs_(DMS)&diff=51684910.3 Dynamic Message Signs (DMS)2022-07-06T21:10:39Z<p>Legged1: erratum</p>
<hr />
<div>[[image:910.3.jpg|right|400px|thumb|<center>'''Dynamic Message Sign'''</center>]]<br />
{|style="padding: 0.3em; margin-right:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="left" <br />
|-<br />
|'''Related Information'''<br />
|-<br />
|[https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 '''Changeable Message Signs (CMS)''']<br />
|}<br />
'''Support.''' Dynamic Message Signs (DMSs) are stationary traffic control devices capable of displaying one or more alternative messages that provide travelers with real-time, traffic-related variable messages. DMSs are used to warn, regulate, route and manage traffic. <br />
<br />
MoDOT operates DMSs through its transportation management centers (TMCs) in Kansas City ([http://www.kcscout.net/ KC Scout]), St. Louis ([http://www.gatewayguide.com/ Gateway Guide]) and Springfield ([http://www.ozarkstraffic.info/index.html Ozarks Traffic]). Each of these TMCs operates DMSs within its metropolitan coverage area. The KC Scout and Gateway Guide TMCs also operate DMSs on the statewide rural I-29, I-35, I-44, I-55, I-57, I-70 and US 60. <br />
<br />
==910.3.1 National DMS Policy==<br />
<br />
Policies, standards, and guidelines at the national level are embodied in the [http://mutcd.fhwa.dot.gov/index.htm ''Manual on Uniform Traffic Control Devices'' (MUTCD)]. The primary sections in the MUTCD that address DMSs are Section 1A.15 "Abbreviations Used on Traffic Control Devices" and Section 2L "Changeable Message Signs".<br />
<br />
==910.3.2 MoDOT DMS Policy==<br />
<br />
===910.3.2.1 Basic Requirements (MUTCD 2L.01)===<br />
'''Standard.''' DMSs shall display only traffic operational, regulatory, warning, and guidance information except that they may also be used to display safety messages, transportation-related messages, emergency homeland security messages, America’s Missing: Broadcast Emergency Response (AMBER) Alert messages, and Blue Alert messages. Advertising messages shall not be displayed on DMSs or their supports or other equipment. <br />
<br />
'''Guidance.''' DMSs should not promote commercial events or entities and should not repeat guide sign, regulatory sign or warning sign messages. <br />
<br />
Messages displayed shall convey pertinent information to assist motorists in their driving decisions. Messages shall be conveyed in a standard, non-confusing manner that allows drivers to both perceive and react to the information in a timely fashion. DMSs will be effective if five basic requirements are met. <br />
<br />
:'''1) Fulfill a need:''' Messages must only be posted to signs when there is a real need, and when the purpose is clear to the driver. If messages on DMSs are perceived to be unnecessary, drivers will begin to disregard all DMS messages.<br />
<br />
:'''2) Command attention:''' The mere size of the signs themselves help to command driver attention, but the wording of messages can also contribute. Colors and graphics may also be used in a manner consistent with MoDOT policy. <br />
<br />
:'''3) Convey a clear, simple meaning:''' At typical speeds, drivers have only a few seconds to notice, read and interpret posted messages. Proper composition and formatting is critical to conveying the most vital information in a manner that the driver will be able to assimilate. Consistency is an important aspect of this type of communication. Consistently composed and formatted messages become familiar to drivers and easier for them to comprehend quickly. Statewide messaging standards will improve the effectiveness of all DMS usage. Graphics can also reduce the time necessary for drivers to interpret messages.<br />
<br />
:'''4) Command respect from travelers:''' Fulfilling a need and conveying a clear, simple meaning are important components of commanding respect. They must also display information that is accurate and timely. Drivers will ignore all DMSs if they find information to be unreliable, either because it is frequently in error or often out-of-date.<br />
<br />
:'''5) Give adequate time for proper response:''' This requirement may be most pertinent to the placement of portable signs, but also speaks to the composition of messages. The desired response, in many cases, is simply for the driver to comprehend the information and become aware of possible congestion ahead. Messages that are poorly composed or contain too much information may be difficult for drivers to read in the few seconds they have while traveling at highway speed. <br />
<br />
'''Guidance.''' Blank-out signs that display only single-phase, predetermined electronic-display legends that are limited by their composition and arrangement of pixels or other illuminated forms in a fixed arrangement (such as a blank-out sign indicating a part-time turn prohibition, a blank-out or changeable lane-use signs, or a changeable OPEN/CLOSED sign for a weigh station) should comply with the provisions of the applicable EPG article for the specific type of sign, provided that the letter forms, symbols and other legend elements are duplicates of the static messages as detailed in the EPG. Because such a sign is effectively an illuminated version of a static sign, the size of its legend elements, the overall size of the sign, and placement of the sign should comply with the applicable provisions for the static version of the sign.<br />
<br />
===910.3.2.2 Responsibility for Operation of DMS===<br />
<br />
The district engineer shall authorize the use of all DMSs, both state and contractor-furnished, and may designate a person or persons to be responsible for the authorization of use, messages to be displayed, and the care, maintenance, and security of the DMSs. Access to the DMS shall only be given to responsible individuals. The district engineer shall ensure that efforts are coordinated so that motorists are informed of the most critical information based on priority of messages listed below. In the Kansas City, St. Louis and Springfield metropolitan areas, Scout, Gateway Guide and Ozarks Traffic TMC operations staffs have been delegated the responsibility to operate the DMSs under their control. <br />
<br />
The DMSs located on I-29, I-35 and I-70 are operated by the KC Scout TMC on a 24/7 basis with the exception of DMSs on I-70 in the St. Louis District. The Northwest, Northeast and Central Districts have the capability to operate the DMSs within their boundaries, but coordination with the KC Scout TMC is required.<br />
<br />
The DMSs located on I-44, I-55, I-57 and US 60 are operated by the Gateway Guide TMC on a 24/7 basis. The Ozarks Traffic TMC in Springfield will have the capability to operate the I-44 DMSs located in the Southwest District. The Central, Southwest and Southeast Districts will have the capability to operate the DMSs within their boundaries; coordination of operations with the Gateway Guide TMC is required. <br />
<br />
Districts without a TMC may also serve in a back-up role for their respective corridor in the event that the KC Scout, Gateway Guide or Ozarks Traffic TMCs have other activities in their local metropolitan areas that prevent them from managing operations on the I-29, I-35, I-44, I-55, I-57, I-70 and US 60 corridors.<br />
<br />
===910.3.2.3 [https://epg.modot.org/index.php?title=903.1_Extent_of_Signing#903.1.14_Changeable.2FDynamic_Message_Signs_.28CMS.2FDMS.29_.28MUTCD_Section_2A.07.29 Message Priorities]===<br />
<br />
The following message hierarchy determines what type of message has priority should more than one request be made to post a message to the same sign. The DMS messages shall be prioritized in the following order unless overridden by a supervisor:<br />
:'''1)''' Emergencies, such as evacuations or closures, required by MoDOT, the State Emergency Management Agency (SEMA), local law enforcement or the military.<br />
[[image:903.1.14 Severe Weather.jpg|right|thumb|<center>'''Severe Weather'''</center>|145px]]<br />
<br />
:'''2)''' Hazardous and/or uncommon road conditions that require motorists to alter their driving, such as severe weather conditions, accidents, work zone activities or other incidents. Traffic operators should contact their floor supervisor when multiple incidents are taking place along the same route.<br />
<br />
:'''3)''' Traveler information and suggested alternative routes for delays and/or congestion caused by planned or unplanned events. Alternative routes are suggested with caution; sufficient trailblazing must be provided.<br />
<br />
:'''4)''' AMBER or Blue Alerts originating in the local area <br />
<br />
:'''5)''' Travel times<br />
<br />
:'''6)''' AMBER or Blue Alerts originating outside the local area <br />
<br />
:'''7)''' Ozone alerts<br />
<br />
:'''8)''' Advance date or time notice for scheduled incidents such as lane closures, road closures, moving operations or special events.<br />
<br />
:'''9)''' Approved standard public service messages associated with special campaigns (i.e. work zone awareness week, share the ride) or other public information that improves highway safety and reduces congestion. <br />
<br />
:'''10)''' When circumstances exist so that no message regarding safety or traveler information as defined by the previous listed priorities is warranted, Messages and Special Messages as outlined in [[910.3 Dynamic Message Signs (DMS)#910.3.2.16 Driver Safety Campaigns|EPG 910.3.2.16 Driver Safety Campaigns]] shall be displayed on all DMSs in Missouri. Messages shall be rotated regularly so that a variety of information is displayed to the traveling public. No message shall be excluded from the rotation unless otherwise approved by [http://sp/sites/ts/Pages/default.aspx Traffic] and [http://wwwi/intranet/cr/ Community Relations] staffs. <br />
<br />
Sometimes operators are faced with competing message needs when two or more incidents are simultaneously occurring on the freeway system downstream of a DMS. In such situations, operators must decide which of the incidents should be signed for, because it is not normally advisable to sign for both, unless a two-phase message is used. Procedures for posting two-phase messaging and situations that justify it are provided in [[910.3 Dynamic Message Signs (DMS)#910.3.2.14 Use of One-Phase and Two-Phase Messages|EPG 910.3.2.14 Use of One-Phase and Two-Phase Messages]]. The following priority principles should be used in determining which competing incident should be signed for when a single phase is used: <br />
<br />
:* Messages about the closer of two or more downstream incidents on the primary freeway should receive priority over the incidents that are further downstream, except as modified by Table 910.3.2.3 Suggested Message Priority for Downstream Major Accidents, below.<br />
:* Messages about a downstream incident on the primary freeway should receive priority over incidents on downstream intersecting freeways or highways. <br />
Suggested message priorities when a major accident occurs downstream of the closest incident on the primary highway are as shown in Table 910.3.2.3 below. District staff should be consulted prior to determining message priorities for incidents occurring on the I-29, I-35, I-44, I-55, I-57, I-70 and US 60 corridors.<br />
<br />
====<center>''Table 910.3.2.3 Suggested Message Priority for Downstream Major Accidents''</center>====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Major Accident Occurs Downstream of: !!style="background:#BEBEBE"| Give Message Priority to: <br />
|-<br />
| Major accident|| Upstream major accident<br />
|-<br />
| Minor accident|| Upstream minor accident<br />
|-<br />
| Roadwork with lane closure|| Downstream major accident<br />
|-<br />
| Roadwork with freeway closure|| Upstream roadwork<br />
|-<br />
| Incident (stalled vehicle, load spill, debris in roadway) requiring lane closure|| Downstream major accident<br />
|-<br />
| Incident requiring total freeway closure|| Upstream incident<br />
|}<br />
<br />
===910.3.2.4 Incident Verification===<br />
<br />
It is very important that operators verify an incident before posting an incident message on a DMS. The best source of verification is by viewing it with a CCTV camera, but if a CCTV camera view is not available, it must be verified by a reliable source. Examples of reliable sources are Emergency Response Patrols, law enforcement agencies (i.e., MSHP, local sheriff and police departments) and MoDOT district staff or Construction/ Maintenance field staff. Media sources or the general public are not considered to be reliable sources for incident verification purposes. However, this unreliable information should be useful to operators in identifying information that needs to be explored further. Lines of communication need to be established between the above noted reliable sources and the TMCs. <br />
<br />
It is also important that operators continue to monitor and modify, as necessary, the incident message as the incident progresses. Where CCTV camera views are not available, operators need to maintain communication with the reliable sources at the incident scene to ensure that the current message is accurate and timely. Generally when CCTV cameras are not available, operators should attempt to get updated incident information from reliable sources every 15 minutes for incidents within the metropolitan areas controlled by the KC Scout and Gateway Guide TMCs and every 30 minutes for incidents along the I-29, I-35, I-44, I-55, I-57, I-70 and US 60 corridors. <br />
<br />
====MoDOT DMS Contact List for Issue Reporting====<br />
[[image:910.3.2.4.gif|right|250px|thumb|<center>'''Testing a new DMS'''</center>]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|DMSHelpDesk || width="20"| || (573) 751-5000 <br />
|-<br />
|Northwest District|| width="20"| || (816) 262-0367 <br />
|-<br />
|Northeast District|| width="20"| || (573) 248-5961 <br />
|-<br />
|Kansas City District ||width="20"| || (816) 607-2000 <br />
|-<br />
|Central District||width="20"| || (800) 892-7332 <br />
|-<br />
|St. Louis District|| width="20"| || (314) 275-1500 <br />
|-<br />
|Southwest District || width="20"| || (417) 864-1160 <br />
|-<br />
|Southeast District|| width="20"| || (573) 380-9631 <br />
|}<br />
<br />
===910.3.2.5 Legibility and Visibility of DMS (MUTCD 2L.03)===<br />
<br />
'''Support.''' The maximum distance at which a driver can first correctly identify letters and words on a sign is called the legibility distance of the sign. Legibility distance is affected by the characteristics of the sign design and the visual capabilities of drivers. Visual capabilities, and thus legibility distances, vary among drivers. <br />
<br />
For the more common types of DMS, the longest measured legibility distances on sunny days occur during mid-day when the sun is overhead. Legibility distances are much shorter when the sun is behind the sign face, when the sun is on the horizon and shining on the sign face, or at night.<br />
<br />
Visibility is the characteristic that enables a DMS to be seen. Visibility is associated with the point where the DMS is first detected, whereas legibility is the point where the message on the DMS can be read. Environmental conditions such as rain, fog and snow impact the visibility of DMS and can reduce the available legibility distances. During these conditions, there might not be enough viewing time for drivers to read the message.<br />
<br />
'''Guidance.''' DMS used on roadways with speed limits of 55 mph or higher should be visible from ½ mile under both day and night conditions. The message should be designed to be legible from a minimum of 600 ft. for nighttime conditions and 800 ft. for normal daylight conditions. When environmental conditions that reduce visibility and legibility are present, or when the legibility distances stated in the previous sentences in this paragraph cannot be practically achieved, messages composed of fewer units of information should be used and consideration should be given to limiting the message to a single phase.<br />
<br />
===910.3.2.6 Installation of a DMS (MUTCD 2L.06)===<br />
<br />
'''Guidance.''' A DMS that is used in place of a static sign (such as a blank-out or variable legend regulatory sign) should be located in accordance with the provisions of Chapter 2A of the MUTCD. The following factors should be considered when installing other permanent DMS:<br />
<br />
:'''A.''' The DMS should be located sufficiently upstream of known bottlenecks and high crash locations to enable road users to select an alternate route or take other appropriate action in response to a recurring condition.<br />
:'''B.''' The DMS should be located sufficiently upstream of major diversion decision points, such as interchanges, to provide adequate distance over which travelers users can change lanes to reach one destination or the other.<br />
:'''C.''' The DMS should not be located within an interchange except for toll plazas or managed lanes.<br />
:'''D.''' The DMS should not be positioned at locations where the information load on drivers is already high because of guide signs and other types of information.<br />
:'''E.''' The DMS should not be located in areas where drivers frequently perform lane-changing maneuvers in response to static guide sign information, or because of merging or weaving conditions.<br />
<br />
===910.3.2.7 Message Creation and Termination===<br />
<br />
Although it is desirable to post an incident message based on complete and perfect information, situations often occur when the operator has received only limited information on the incident from reliable sources, particularly in the early stages of the incident. In these situations, operators should determine if there is at least general information about the incident location and type. If so, the operator should post a message with the information available and be prepared to modify the message as soon as more detailed information is received.<br />
<br />
Incident messages should be terminated when all lanes are open and all emergency responders have left the scene. In addition, incident clearance messages should be posted for a short time after the incident clears if congestion remains at the scene. Procedures for posting incident clearance messages are provided in [[910.3 Dynamic Message Signs (DMS)#910.3.2.11 Incident Clearance Messages|EPG 910.3.2.11 Incident Clearance Messages]].<br />
<br />
Congestion often exists at the incident scene after the incident has cleared and the incident clearance message is terminated. In those cases, it is necessary to post congestion messages that include either travel time or congestion location information. Procedures for [[910.3 Dynamic Message Signs (DMS)#910.3.2.12 Congestion Messages|posting congestion messages]] are available.<br />
<br />
===910.3.2.8 DMS Capabilities and Message Formats===<br />
<br />
====910.3.2.8.1 Design Characteristics of DMSs (MUTCD 2L.04)====<br />
[[image:910.3.2.6.jpg|right|350px]]<br />
'''Standard.''' Dynamic Message Signs shall be capable of displaying several messages in a sequence. Such messages shall be changed manually, by remote control or by automatic controls. DMSs shall display pertinent traffic operational and guidance information only. DMSs shall not include advertising, animation, rapid flashing, dissolving, exploding, scrolling or other dynamic elements.<br />
<br />
'''Guidance.''' DMSs should be used as a supplement to and not as a substitute for conventional signs and markings.<br />
<br />
DMSs should be limited to no more than three lines, with no more than 20 characters per line. The spacing between characters in a word should be between 25 to 40 percent of the letter height. The spacing between words in a message should be between 75 and 100 percent of the letter height. Spacing between the message lines should be between 50 and 75 percent of the letter height.<br />
<br />
The first letter of every word in the message should be upper case. The minimum letter height should be 18 inches for DMSs on roadways with speed limits of 45 mph or higher. The minimum letter height should be 12 inches for DMSs on roadways with speed limits of less than 45 mph. The width-to-height ratio of the sign characters should be between 0.7 and 1.0. The stroke width-to-height ratio should be 0.2.<br />
<br />
'''Standard.''' DMS shall automatically adjust their brightness under varying light conditions to maintain legibility.<br />
<br />
'''Guidance.''' The luminance of DMSs should meet industry criteria for daytime and nighttime conditions. Luminance contrast should be between 8 and 12 for all conditions. Contrast orientation of DMSs should be positive, that is, with luminous characters on a dark or less luminous background. When displaying color messages avoid using full background color in nighttime conditions. Full background color at night can cause a washout effect of the text or other image being displayed. <br />
<br />
'''Standard.''' The colors used for the legends and backgrounds on DMSs shall be as provided in [[903.2 Extent of Signing#Table 903.2.12.1 Common Uses of Sign Legend Colors|Table 903.2.12.1 Common Uses of Sign Legend Colors]] and [[903.2 Extent of Signing#Table 903.2.12.2 Common Uses of Sign Background Colors|Table 903.2.12.2 Common Uses of Sign Background Colors]]. <br />
<br />
====910.3.2.8.2 Message Format====<br />
<br />
=====910.3.2.8.2.1 Message Length and Units of Information (MUTCD 2L.05)=====<br />
<br />
'''Guidance.''' The maximum length of a message should be dictated by the number of units of information contained in the message, in addition to the size of the DMS. A unit of information, which is a single answer to a single question that a driver can use to make a decision, should not be more than four words.<br />
<br />
'''Support.''' The maximum allowable number of units of information in a DMS message is based on the principles described in this section, the current highway operating speed, the legibility characteristics of the DMS and the lighting conditions.<br />
<br />
'''Standard.''' Each message shall consist of no more than two phases. A phase shall consist of no more than three lines of text. Each phase shall be understood by itself regardless of the sequence in which it is read. Messages shall be centered within each line of legend. If more than one DMS is visible to travelers, then only one such sign shall display a sequential message at any given time. <br />
<br />
'''Standard.''' Techniques of message display such as fading, rapid flashing, exploding, dissolving or moving messages shall not be used. The text of the message shall not scroll or travel horizontally or vertically across the face of the sign. <br />
<br />
When designing and displaying messages on DMS, the following principles relative to the message should be used:<br />
<br />
:'''A.''' The minimum time that an individual phase is displayed should be based on 1 second per word or 2 seconds per unit of information, whichever produces a lesser value. The display time for a phase should never be less than 2 seconds.<br />
<br />
:'''B.''' The maximum cycle time of a two-phase message should be 8 seconds.<br />
<br />
:'''C.''' The duration between the displays of the two phases should not exceed 0.3 seconds.<br />
<br />
:'''D.''' No more than three units of information should be displayed on a phase of a message.<br />
<br />
:'''E.''' No more than four units of information should be in a message when the traffic operating speeds are 35 mph or more.<br />
<br />
:'''F.''' No more than five units of information should be in a message when the traffic operating speeds are less than 35 mph.<br />
<br />
:'''G.''' Only one unit of information should appear on each line of the DMS.<br />
<br />
:'''H.''' Compatible units of information should be displayed on the same message phase.<br />
<br />
'''Guidance.''' Some DMS on the MoDOT system are capable of displaying multiple colors and graphics. There are limitations on what is acceptable to be displayed and limits on the size of the image (in terms of bytes). <br />
<br />
The limit on the byte size the graphic cannot exceed is set by the National Transportation Communications of Intelligent Transportation System Protocol (NTCIP). The limit set by NTCIP is 64449 bytes for a single graphic. <br />
<br />
To conform to these regulations and to remain consistent throughout the state there is a library of available graphics contained in the Advanced Transportation Management System (ATMS) software which may be used for certain messages. These graphics have been decided on by the Central Office Message Group and the TMCs. Any special requests may be directed to the State Highway Safety and Traffic Engineer. <br />
<br />
When using graphics or color for a message, there are best practices that should be followed: <br />
:* Do no use graphics that have lettering smaller than 18”. Any lettering smaller than that cannot be read at free flow speeds and will then be clutter on the sign.<br />
:* Avoid graphics that cover the entire sign. These large images take longer to push to a DMS and as previously mentioned there is a size limitation on the number of bytes allowed to be displayed according to NTCIP. <br />
:* Avoid using full background color in the nighttime conditions. Full background color at night can cause a washout effect of the text or other image being displayed. In addition, the sign will be appear too bright to the driver in dark conditions.<br />
:* Avoid text as part of the graphic. This allows a graphic to be more easily reused and the changes can be made in the text field.<br />
:* The use of color should be limited. Although the addition of color to a message can be very beneficial, if there is too much color used it can become distracting and unhelpful.<br />
<br />
'''Option.''' A unit of information consisting of more than one word may be displayed on more than one line. An additional DMS at a downstream location may be used for the purpose of allowing the entire message to be read twice.<br />
[[image:910.3 Tour of MO.jpg|right|325px|thumb|<center>'''The Tour of MO was a planned event'''</center>]]<br />
<br />
'''Guidance.''' If more than two phases would be needed to display the necessary information, additional DMS should be used to display this information as a series of two distinct, independent messages with a maximum of two phases at each location, in accordance with the provisions above. No more than two displays should be used within any message cycle, and each display should convey a single thought. The entire message cycle should be readable at least twice by drivers traveling at the posted speed, the off peak 85<sup>th</sup> percentile speed, or the operating speed.<br />
<br />
When the message on a DMS includes an abbreviation, follow the provisions of [[#Table 910.3.2.10 Acceptable DMS Abbreviations (MUTCD Table 1A-1 and Table 1A-2)|Table 910.3.2.10]].<br />
<br />
=====910.3.2.8.2.2 General Principles=====<br />
'''Guidance.''' DMS messages should present necessary information in the expected sequence that allows motorists to easily read, comprehend and rationally respond. Consistent formatting of the information enhances motorists’ expectations and reduces the time required to read and comprehend messages.<br />
<br />
Messages should be provided to motorists that answer (MUTCD Table 2L-1): <br />
<br />
:What happened? <br />
:Where? <br />
:What is the effect on traffic? <br />
:Who is the advisory for? <br />
:What is advised? <br />
<br />
The basic message format to answer these questions can be reduced to the following elements:<br />
<br />
:* Incident Descriptor informs the motorist of the problem (e.g., ACCIDENT, ROADWORK).<br />
<br />
:* Closure Descriptor is used in place of the Incident Descriptor when all lanes of the facility or exit ramp are closed (e.g., I-70 CLOSED, EXIT 225 CLOSED).<br />
<br />
:* Lanes Closed gives specific information about which lanes are closed (e.g., LEFT LANE CLOSED, 2 RIGHT LANES CLOSED).<br />
<br />
:* Target Audience is used when the Action Message applies to a specific group of motorists rather than all motorists passing the sign (e.g., TRUCKS, STADIUM TRAFFIC).<br />
<br />
:* Incident Location informs the motorist about the location of the problem (e.g., AT MAIN, PAST EXIT 15).<br />
<br />
:* Closure Location specifically states the location of the freeway closure and is used in place of the Incident Location (e.g., AT MAIN, AT EXIT 15).<br />
<br />
:* Effect on Travel informs the motorist of the severity of the problem in terms of delay or travel time and assists the motorist in making a decision whether to divert from the freeway or not (e.g., EXPECT DELAY, 30 MIN DELAY).<br />
<br />
:* Action message informs the motorist what to do (e.g., USE OTHER ROUTES, FOLLOW DETOUR).<br />
<br />
Although all of these elements provide critical information for the motorist, it is usually not possible to provide them all on the same sign due to limited space. Therefore, consider tradeoffs to determine which elements are to be included and omitted for different situations.<br />
<br />
The general DMS message format to be used statewide is as follows: <br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
| style="background:#BEBEBE"|'''Line 1''' || Incident Descriptor, Closure Descriptor, Lanes Closed or Target Audience <br />
|-<br />
| style="background:#BEBEBE"|'''Line 2''' || Incident Location, Closure Location<br />
|-<br />
| style="background:#BEBEBE"|'''Line 3'''|| Lanes Closed (if not used in Line 1), Effect on Travel, Action<br />
|}<br />
<br />
'''Line 1''' provides the information, intended to capture motorists’ attention, that they will soon be encountering a problem. Normally that information will be an Incident Descriptor or a Closure Descriptor and occasionally a Lanes Closed or Target Audience.<br />
<br />
The Closure Descriptor should always be used on Line 1, in lieu of an Incident Descriptor, for road and exit closure incidents. <br />
<br />
The Target Audience element should be on the first line if the message applies to a specific group of motorists passing the sign. <br />
<br />
The Incident Descriptor should be omitted and replaced with the Lane Closed information on Line 1 if the Incident Descriptor cannot be identified (such as in the initial stages of the incident), if there are more important elements that need to be posted on the sign, or if messages need to be shortened to accommodate two-phase messages.<br />
<br />
'''Line 2''' provides location information for the incident or road closure. This location is provided in terms of the route and direction of the highway that the incident is on (if different than the road that the motorist is currently traveling on), the cross-street or highway closest to the incident (street/ highway name or exit number) and a preposition to describe the relative location of the incident to the cross-street/highway (BEFORE, AT or PAST). On the interstate corridors, mile markers are normally used for location descriptions rather than cross-streets or highways.<br />
<br />
In determining whether to use street/highway names or exit numbers to describe incident or closure locations, street /highway names are normally more useful for motorists familiar with the area, and exit numbers are normally more useful for motorists, such as tourists, who are unfamiliar with the area. When signing for unfamiliar motorists in the Kansas City, St. Louis and Springfield metropolitan areas, the exit number of the closest cross-street/highway should be used to define the location rather than the mile marker of the incident.<br />
<br />
When referring to interstates in the incident and closure locations, the prefix “I-” (e.g., I-70) should be used only if there is available space on the sign. Otherwise it should be omitted.<br />
<br />
'''Line 3''' provides specific information to the motorist about which lanes are closed (Lanes Closed) when this information has not already been placed on the first line, the severity of the incident in terms of delay or travel time (Effect on Travel), or what action the motorist is expected to take (Action Message).<br />
<br />
The ONE LANE CLOSED message should only be used on DMSs where the lane closure is more than a mile downstream of the DMS. Using this general message rather than a specific lane closure message prevents motorists from making unnecessary early lane changes.<br />
<br />
===910.3.2.9 Acceptable Message Words and Terms===<br />
<br />
In determining the appropriate messages to post on DMSs, operators often have to choose words and terms for certain situations. To eliminate any confusion in the appropriate words and terms for these situations, the following list provides the acceptable words or terms to be used on DMSs on MoDOT-managed freeways and highways:<br />
<br />
====ACCIDENT vs. CRASH==== <br />
<br />
The term CRASH is currently the preferred term used by representatives of the safety community, although it is not a common term used by the general public. No human factors studies have been conducted that have determined motorists’ understanding and response times to messages containing the term CRASH in comparison to messages containing the term ACCIDENT. Accordingly, it has been concluded that ACCIDENT is the term more generally recognized by motorists and should be used.<br />
<br />
====PAST vs. AFTER====<br />
<br />
Both terms are easily recognizable by motorists. The term PAST should be used because it is shorter and therefore takes less space.<br />
<br />
====EXIT vs. RAMP====<br />
<br />
The term EXIT should be used because it is generally better understood by motorists. RAMP is generally understood by motorists, but tends to have different shades of meaning for some motorists.<br />
<br />
====CLOSED vs. BLOCKED====<br />
<br />
BLOCKED indicates that an incident is affecting a lane or lanes and response personnel have not yet arrived while CLOSED indicates that response personnel have arrived and are directing traffic out of the affected lane or lanes. MoDOT primarily uses CLOSED, and it is considered to be the acceptable term. <br />
<br />
====Days of Week vs. Calendar Dates====<br />
<br />
When notifying motorists of future roadwork or events, Days of the Week (e.g., MONDAY, THURSDAY) should be used while Calendar Dates should never be used. Accordingly, notifications of such events should only be placed for up to a week in advance of the event.<br />
<br />
===910.3.2.10 Acceptable Abbreviations===<br />
<br />
Because DMSs have limited available space, it is often necessary for operators to abbreviate words to place the appropriate message. KC Scout and Gateway Guide staff should develop standard abbreviations for street and highway names used in the areas controlled by these TMCs. In the development of these abbreviations, expected recognition by travelers in the area should be the primary consideration.<br />
<br />
Acceptable abbreviations for common words used on DMSs are summarized in Table 910.3.2.10.<br />
<br />
====<center>''Table 910.3.2.10 Acceptable DMS Abbreviations (MUTCD Table 1A-1 and Table 1A-2)''</center>====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Word !!style="background:#BEBEBE"| Abbreviation !!style="background:#BEBEBE"|Word !!style="background:#BEBEBE"| Abbreviation<br />
|-<br />
| Afternoon / Evening|| align="center"|PM||Monday|| align="center"|MON<br />
|-<br />
| Alternate|| align="center"|ALT||Morning/late night|| align="center"|AM<br />
|-<br />
|Avenue|| align="center"|AVE||North|| align="center"|N<br />
|-<br />
|Bicycle|| align="center"|BIKE||Northbound|| align="center"|N-BND<br />
|-<br />
|Boulevard|| align="center"|BLVD||Parking|| align="center"|PKING<br />
|-<br />
|Center|| align="center"|CNTR||Pedestrian|| align="center"|PED<br />
|-<br />
|Circle|| align="center"|CIR||Place|| align="center"|PL<br />
|-<br />
|Crossing (Other than rail-hwy)|| align="center"|XING||Pounds|| align="center"|LBS<br />
|-<br />
|Drive|| align="center"|DR||Right|| align="center"|RT<br />
|-<br />
|East|| align="center"|E||Road|| align="center"|RD<br />
|-<br />
|Eastbound|| align="center"|E-BND||Route|| align="center"|RTE<br />
|-<br />
|Emergency|| align="center"|EMER||Saturday|| align="center"|SAT<br />
|-<br />
|Entrance, Enter|| align="center"|ENT||Shoulder|| align="center"|SHLDR<br />
|-<br />
|Expressway||align="center"|EXPWY||South|| align="center"|S<br />
|-<br />
|Feet|| align="center"|FT||Southbound|| align="center"|S-BND<br />
|-<br />
|FM Radio|| align="center"|FM||Speed|| align="center"|SPD<br />
|-<br />
|Freeway|| align="center"|FRWY, FWY||Street|| align="center"|ST<br />
|-<br />
|Friday|| align="center"|FRI||Sunday|| align="center"|SUN<br />
|-<br />
|High Occupancy Vehicle|| align="center"|HOV||Telephone|| align="center"|PHONE<br />
|-<br />
|Highway|| align="center"|HWY||Temporary|| align="center"|TEMP<br />
|-<br />
|Hospital|| align="center"|H||Thursday|| align="center"|THURS<br />
|-<br />
|Hour(s)|| align="center"|HR||Tons|| align="center"|T<br />
|-<br />
|Information|| align="center"|INFO||Traffic|| align="center"|TRAF<br />
|-<br />
|Interstate||align="center"|I-#||align="center"| - ||align="center"| -<br />
|-<br />
|Junction/Intersection|| align="center"|JCT||Travelers|| align="center"|TRVLRS<br />
|-<br />
|Lane|| align="center"|LN||Tuesday||align="center"|TUES<br />
|-<br />
|Left|| align="center"|LT||US Numbered Route|| align="center"|US<br />
|-<br />
|Maintenance|| align="center"|MAINT||Vehicles|| align="center"|VEH<br />
|-<br />
|Miles(s)|| align="center"|MI||Warning|| align="center"|WARN<br />
|-<br />
|Mile Marker|| align="center"|MM||Wednesday|| align="center"|WED<br />
|-<br />
|Miles per hour|| align="center"|MPH||West|| align="center"|W<br />
|-<br />
|Minute(s)|| align="center"|MIN||Westbound|| align="center"|W-BND<br />
|}<br />
<br />
===910.3.2.11 Incident Clearance Messages===<br />
<br />
An incident clearance message is posted on the DMS when the incident has been cleared, all lanes have been opened to traffic and some residual congestion remains upstream of the incident scene. The message is only posted for about five minutes, after which the message is terminated or a congestion message is placed. The purpose of the incident clearance message is to inform approaching motorists that all lanes are open at the incident scene, but some congestion upstream of the incident scene may still exist. The incident clearance message is not necessary if there is no residual upstream congestion when the incident clears. <br />
<br />
===910.3.2.12 Congestion Messages===<br />
<br />
Congestion is categorized as either recurring or non-recurring. Recurring congestion occurs at the same time and same location on a regular basis, usually because the traffic demand exceeds the roadway capacity at that location. Non-recurring congestion is congestion resulting from incidents, including special events, short-term roadwork or severe weather. <br />
<br />
A congestion message is used to inform motorists that residual congestion still exists upstream of an incident after the incident clearance message has been terminated. Congestion messages can also be placed for recurring congestion when the congestion is more severe than normal, extends beyond the normal boundaries, or persists past the typical end of the peak period. Congestion messages should describe the limits of the congestion (e.g., METCALF to HOLMES) if the DMS is upstream of the congestion or the end of the congestion when the DMS is within the limits of congestion. <br />
<br />
When congestion messages are posted on the rural corridor DMSs, it is critical that MoDOT field personnel provide KC Scout/ Gateway Guide operators timely updates on the congestion extent and limits. Updates should be provided at five- to ten-minute intervals. <br />
<br />
When travel times are used and incorporated into the TMC software, as in the KC Scout and Gateway Guide TMCs, these travel time messages should be used in lieu of the congestion messages described above. These travel time messages provide valuable congestion information during incidents requiring two-phase messages and during other congested periods in both peak and non-peak periods. They also provide assurances to motorists when there is no congestion and the normal traffic conditions exist.<br />
<br />
===910.3.2.13 Weather Messages on Dynamic Message Signs===<br />
<br />
In addition to winter weather, travel conditions may also be impacted by other weather events such as thunderstorms, significant periods of rain, fog, or excessive wind. Severe weather is not usually considered to be an incident, but weather-related messages should be displayed for the conditions below. Other weather messages may be posted with the approval of the TMC supervisor. <br />
:* Roads are impassable due to flooding, snow, etc.<br />
:* Ice or black ice on a specific roadway segment<br />
:* Tornado sighted in area near roadway<br />
:* Low visibility due to fog in localized area<br />
:* Snow squall warnings from the National Weather Service<br />
:* High wind warnings from the National Weather Service<br />
<br />
===910.3.2.14 Use of One-Phase and Two-Phase Messages===<br />
<br />
Although operators should attempt to limit messages to a single phase, it is often necessary to use two phases to convey important information to motorists. When a two- phase message is warranted, it is critical to minimize the information on each phase to ensure that motorists will be able to read, comprehend and respond to both messages while driving at freeway speeds. The following situations will normally warrant the use of two-phase messages:<br />
:* Travel time messages are placed as the second phase to an incident message.<br />
:* Two downstream incidents are of equal priority as described in [[910.3 Dynamic Message Signs (DMS)#910.3.2.3 Message Priorities|EPG 910.3.2.3 Message Priorities]].<br />
<br />
If two-phases are used, the following principles should be followed:<br />
:* Under no circumstances should more than two phases be used.<br />
:* Each phase should be understood by itself.<br />
:* Compatible units of information should be displayed on the same phase.<br />
:* Whenever possible, each phase should be limited to two lines. One way to reduce an incident message to two lines is to omit the Incident Descriptor on Line 1 and replace it with the Lanes Closed information.<br />
:* Each phase should be displayed for a minimum of three, and preferably four, seconds.<br />
:* Words or messages should never be flashed.<br />
<br />
===910.3.2.15 Child Abduction, Blue Alert and Ozone Alert Messages===<br />
<br />
If a child abduction occurs and it meets the local AMBER Plan Program’s criteria for triggering an alert, a child abduction alert (AMBER Alert) message should be displayed on all stationary DMS in the area of the abduction, but should not create adverse traffic impacts such as queues, unexpected slowing of traffic, etc. If a higher priority message is needed on a DMS, then a child abduction alert messages should be alternated with that message until the child abduction alert is cancelled.<br />
<br />
The TMCs will be responsible for coordinating with local and state police, as well as media to determine the need for the AMBER Alert message. <br />
<br />
:1) The AMBER Alert Message is to remain on the DMS until:<br />
::a) The AMBER Alert has been cancelled by the local agency or state police<br />
::b) The TMC receives consensus from the local agency or state police to remove the message <br />
::c) The child is recovered. <br />
<br />
:2) TMCs will evaluate the need for the message on the DMS every 6 hours based on information received from law enforcement and/or media.<br />
<br />
Both KC Scout and Gateway Guide have agreements with local law enforcement officials to post child abduction alerts for abductions that meet minimum criteria. The model used by both TMCs is the national AMBER (America’s Missing Broadcast Emergency Response) Program. The AMBER Program in the St. Louis metropolitan area is referred to as the SARAA (St. Louis Area Regional Abduction Alerts) Program.<br />
<br />
Based on their agreements with the local law enforcement agencies, KC Scout and Gateway Guide TMCs use different messages for their child abduction alerts. KC Scout posts specific information on the abduction on its DMSs, while Gateway Guide posts only general information and provides information on where to go to get specific information. <br />
<br />
Child abduction alerts are posted on the rural corridor DMSs when the information from the KC Scout or Gateway Guide TMCs indicates that the abductor may be using one of the corridors or if local enforcement agencies on the corridors issue alerts for their local areas. If local alerts are issued, the messages to be posted should be coordinated with the local enforcement agency. <br />
<br />
If a sworn law enforcement officer in the state of Missouri has been assaulted and suffered serious or fatal injuries and the Missouri State Highway Patrol’s (MSHP) criteria for a Blue Alert is met, MSHP may request a Blue Alert be displayed on DMS in the area of the incident. The TMCs will be responsible for coordinating with state police to determine the need for the Blue Alert message. <br />
:1) The Blue Alert Message is to remain on the DMS until: <br />
::a) The Blue Alert has been cancelled by the state police<br />
::b) The TMC receives consensus from the state police to remove the message <br />
:2) TMCs will evaluate the need for the message on the DMS every 6 hours based on information received from law enforcement.<br />
<br />
Both metropolitan areas also have agreements with local agencies to place ozone alert messages when thresholds for the pollutant are exceeded. KC Scout has an agreement with the Mid-America Regional Council (MARC) and Gateway Guide has a similar agreement with Missouri Chapter of the American Lung Association. <br />
<br />
In order to maintain the existing local agreements, these messages should continue to be used in the respective Kansas City and St. Louis metropolitan areas, and standard messages for these Alerts will not be developed.<br />
<br />
===910.3.2.16 Driver Safety Campaigns (MUTCD 2L.02)===<br />
<br />
MoDOT has developed an Electronic Message Boards Communications Plan to provide safety and public service information on all MoDOT DMSs. Details of the plan are provided to the TMCs on a monthly basis.<br />
<br />
'''Guidance.''' When a DMS is used to display a safety or transportation-related message, the message should be simple, brief, legible and clear. A DMS should not be used to display a safety or transportation-related message if doing so would adversely affect the respect for the sign. “CONGESTION AHEAD” or other overly simplistic or vague messages should not be displayed alone. These messages should be supplemented with a message on the location or distance to the congestion or incident, how much delay is expected, alternative route or other similar messages. <br />
<br />
'''Standard.''' When a DMS is used to display a safety, transportation-related, emergency homeland security, or Blue or AMBER alert messages, the display format shall not be of a type that could be considered similar to advertising displays.<br />
<br />
====Communications Goal====<br />
<br />
Develop informative messages that can be used on a regular basis to provide pertinent information and reminders to travelers. <br />
<br />
====Message Guidelines====<br />
<br />
The safety messages will provide variety and guard against message boredom. Higher priority messages, as provided in [[910.3 Dynamic Message Signs (DMS)#910.3.2.3 Message Priorities|EPG 910.3.2.3 Message Priorities]], will always override the general messages. Special messages will be placed on the DMSs as needed. [http://sharepoint/systemdelivery/tr/Pages/default.aspx Traffic] staff will regularly monitor the DMS usage. <br />
<br />
===910.3.2.17 On-Site Control of [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable Message Signs]===<br />
<br />
Portable Changeable Message Signs (CMSs) are normally used by MoDOT personnel or contractors to post information regarding construction or maintenance projects. To the maximum extent practicable, CMS messages should follow the provisions of [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 EPG 616.6.60 Changeable Message Signs (CMSs)]. <br />
<br />
Particularly in the Kansas City and St. Louis metropolitan areas, CMSs can be used to supplement the messages posted on the KC Scout and Gateway Guide DMSs. If these CMSs are to be useful in supplementing messages on DMSs, close coordination is needed between the TMC operators and those responsible for operating the CMSs to ensure that the DMSs and CMSs are not located too closely together and that that the messages don’t conflict. <br />
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[[Category:910 Intelligent Transportation Systems]]</div>Legged1https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_(MUTCD_Chapter_4E)&diff=51683902.6 Pedestrian Control Features (MUTCD Chapter 4E)2022-07-06T19:34:56Z<p>Legged1: erratum</p>
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<div>==902.6.1 Pedestrian Signal Heads (MUTCD Section 4E.01)==<br />
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'''Support.''' Pedestrian signal heads provide special types of traffic signal indications exclusively intended for controlling pedestrian traffic. These signal indications consist of the illuminated symbols of a WALKING PERSON (symbolizing WALK) and an UPRAISED HAND (symbolizing DONT WALK).<br />
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'''Guidance.''' Engineering judgment should determine the need for separate pedestrian signal heads (see [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.9 Provisions for Pedestrians (MUTCD Section 4D.03)|EPG 902.5.9]]) and accessible pedestrian signals (see EPG 902.6.9). All pedestrian indication displays at any intersection should be consistent.<br />
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'''Support.''' [[902.7 Pedestrian Hybrid Beacons (MUTCD Chapter 4F)|EPG 902.7]] contains information regarding the use of pedestrian hybrid beacons and [[902.14 In-Roadway Lights (MUTCD Chapter 4N)|EPG 902.14]] contains information about using In-Roadway Warning Lights at unsignalized marked crosswalks.<br />
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==902.6.2 Meaning of Pedestrian Signal Head Indications (MUTCD Section 4E.02)==<br />
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'''Standard.''' Pedestrian signal head indications shall have the following meanings:<br />
<br />
A. A steady WALKING PERSON (symbolizing WALK) signal indication means that a pedestrian facing the signal indication is permitted to start to cross the roadway in the direction of the signal indication, possibly in conflict with turning vehicles. The pedestrian shall yield the right-of-way to vehicles lawfully within the intersection at the time that the WALKING PERSON (symbolizing WALK) signal indication is first shown.<br />
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B. A flashing UPRAISED HAND (symbolizing DONT WALK) signal indication means that a pedestrian shall not start to cross the roadway in the direction of the signal indication, but that any pedestrian who has already started to cross on a steady WALKING PERSON (symbolizing WALK) signal indication shall proceed to the far side of the traveled way of the street or highway, unless otherwise directed by a traffic control device to proceed only to the median of a divided highway or only to some other island or pedestrian refuge area.<br />
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C. A steady UPRAISED HAND (symbolizing DONT WALK) signal indication means that a pedestrian shall not enter the roadway in the direction of the signal indication.<br />
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D. A flashing WALKING PERSON (symbolizing WALK) signal indication has no meaning and shall not be used.<br />
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==902.6.3 Application of Pedestrian Signal Heads (MUTCD Section 4E.03)==<br />
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Before pedestrian indications are considered for a location refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.9 Provisions for Pedestrians (MUTCD Section 4D.03)|EPG 902.5.9 through EPG 902.5.13]] and [[:Category:642 Pedestrian Facilities|EPG 642 Pedestrian Facilities]] for information regarding ADA accessibility requirements. <br />
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'''Standard.''' Pedestrian signal heads shall be used in conjunction with vehicular traffic control signals under any of the following conditions:<br />
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A. If a traffic control signal is justified by an engineering study and meets either Warrant 4, Pedestrian Volume or Warrant 5, School Crossing (see [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C)|EPG 902.3]]);<br />
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B. If an exclusive signal phase is provided or made available for pedestrian movements in one or more directions, with all conflicting vehicular movements being stopped;<br />
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C. At an established school crossing at any signalized location; or<br />
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D. Where engineering judgment determines that multi-phase signal indications (as with split-phase timing) would tend to confuse or cause conflicts with pedestrians using a crosswalk guided only by vehicular signal indications.<br />
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'''Guidance.''' Pedestrian signal heads should be used under any of the following conditions:<br />
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A. If it is necessary to assist pedestrians in deciding when to begin crossing the roadway in the chosen direction or if engineering judgment determines that pedestrian signal heads are justified to minimize vehicle-pedestrian conflicts;<br />
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B. If pedestrians are permitted to cross a portion of a street, such as to or from a median of sufficient width for pedestrians to wait, during a particular interval but are not permitted to cross the remainder of the street during any part of the same interval; and/or<br />
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C. If no vehicular signal indications are visible to pedestrians, or if the vehicular signal indications that are visible to pedestrians starting a crossing provide insufficient guidance for them to decide when to begin crossing the roadway in the chosen direction, such as on one-way streets, at T-intersections, or at multi-phase signal operations.<br />
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'''Option.''' Pedestrian signal heads may be used under other conditions based on engineering judgment.<br />
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==902.6.4 Size, Design, and Illumination of Pedestrian Signal Head Indications (MUTCD Section 4E.04)==<br />
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'''Standard.''' All new pedestrian signal head indications shall be displayed within a rectangular background and shall consist of symbolized messages (see Fig. 902.6.4), except that existing pedestrian signal head indications with lettered or outline style symbol messages shall be permitted to be retained for the remainder of their useful service life. The symbol designs that are set forth in the “Standard Highway Signs and Markings” book (see [[:Category:900 TRAFFIC CONTROL#900.1.11 Relation to Other Publications (MUTCD Section 1A.11)|EPG 900.1.11 Relation to Other Publications]]) shall be used. Each pedestrian signal head indication shall be independently displayed and emit a single color.<br />
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[[image:Fig. 902.6.4.jpg|center|thumb|150px|<center>'''Fig. 902.6.4 Typical Pedestrian Signal Indication'''</center>]]<br />
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If a two-section pedestrian signal head is used, the UPRAISED HAND (symbolizing DONT WALK) signal section shall be mounted directly above the WALKING PERSON (symbolizing WALK) signal section. If a one-section pedestrian signal head is used, the symbols shall be either overlaid upon each other or arranged side-by-side with the UPRAISED HAND symbol to the left of the WALKING PERSON symbol, and a light source that can display each symbol independently shall be used.<br />
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The WALKING PERSON (symbolizing WALK) signal indication shall be white, conforming to the publication entitled “Pedestrian Traffic Control Signal Indications” (see EPG 900.1.11 Relation to Other Publications), with all except the symbol obscured by an opaque material.<br />
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The UPRAISED HAND (symbolizing DONT WALK) signal indication shall be Portland orange, conforming to the publication entitled “Pedestrian Traffic Control Signal Indications” (see EPG 900.1.11 Relation to Other Publications), with all except the symbol obscured by an opaque material.<br />
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When not illuminated, the WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK) symbols shall not be readily visible to pedestrians at the far end of the crosswalk that the pedestrian signal head indications control.<br />
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For pedestrian signal head indications, the symbols shall be at least 9 in. tall.<br />
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The light source of a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication shall be flashed continuously at a rate of not less than 50 or more than 60 times per minute. The displayed period of each flash shall be a minimum of 1/2 and a maximum of 2/3 of the total flash cycle.<br />
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'''Guidance.''' Pedestrian signal head indications should be conspicuous and recognizable to pedestrians at all distances from the beginning of the controlled crosswalk to a point 10 ft. from the end of the controlled crosswalk during both day and night.<br />
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If the pedestrian signal indication is so bright that it causes excessive glare in nighttime conditions, some form of automatic dimming should be used to reduce the brilliance of the signal indication.<br />
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==902.6.5 Location and Height of Pedestrian Signal Heads (MUTCD Section 4E.05)==<br />
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'''Standard.''' Pedestrian signal heads shall be mounted with the bottom of the signal housing including brackets not less than 7 ft. or more than 10 ft. above sidewalk level, and shall be positioned and adjusted to provide maximum visibility at the beginning of the controlled crosswalk.<br />
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If pedestrian signal heads are mounted on the same support as vehicular signal heads, there shall be a physical separation between them.<br />
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==902.6.6 Pedestrian Intervals and Signal Phases (MUTCD Section 4E.06)==<br />
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'''Support.''' At times, it can be difficult to time for pedestrians. On one side is the duty to consider the time needed to allow pedestrians of all travel speeds to cross wide roadways. On the other side is the responsibility to operate busy arterials to their peak capacity by minimizing stops and delay for the vehicles. These two goals are usually in conflict if every green interval must be timed long enough to accommodate pedestrians. <br />
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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. Confusion is common among pedestrians as to the meaning of the indications. This can result in a pedestrian turning back once the WALK time expires and not using the flashing DON'T WALK to cross. Every effort is to be made to educate the public to the meanings of these indications instead of lengthening the WALK time, since the flashing DON'T WALK time is the critical time. Countdown pedestrian indications can help confusion issues see EPG 902.6.7 Countdown Pedestrian Signals.<br />
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'''Standard.''' At intersections equipped with pedestrian signal heads, the pedestrian signal indications shall be displayed except when the vehicular traffic control signal is being operated in the flashing mode. At those times, the pedestrian signal indications shall not be displayed.<br />
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When the pedestrian signal heads associated with a crosswalk are displaying either a steady WALKING PERSON (symbolizing WALK) or a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication, a steady red signal indication shall be shown to any conflicting vehicular movement that is approaching the intersection or midblock location perpendicular or nearly perpendicular to the crosswalk.<br />
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When pedestrian signal heads are used, a WALKING PERSON (symbolizing WALK) signal indication shall be displayed only when pedestrians are permitted to leave the curb or shoulder.<br />
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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 below). The buffer interval shall not begin later than the beginning of the red clearance interval.<br />
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'''Option.''' During the yellow change interval, the UPRAISED HAND (symbolizing DON’T 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.<br />
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'''Support.''' Fig. 902.6.6 illustrates the pedestrian intervals and their possible relationships with associated vehicular signal phase intervals.<br />
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[[image:902.6.6.jpg|center|thumb|700px|<center>'''Fig. 902.6.6 Pedestrian Intervals<br />
'''</center><br />
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{| style="margin: 1em auto 1em auto"<br />
|-<br />
|rowspan="4"|'''LEGEND'''||'''G''' = Green Interval<br />
|-<br />
|'''Y''' = Yellow Change Interval (of at least 3 seconds)<br />
|-<br />
|'''R''' = Red Clearance Interval<br />
|-<br />
|'''Red''' = Red because conflicting traffic has been released<br />
|-<br />
|colspan="2"|'''*''' The Walk Interval may be reduced under some conditions (see EPG 902.6.6).||<br />
|-<br />
|colspan="2"|'''**''' The Buffer Interval, which shall always be provided and displayed, may be used to help<br />
satisfy the calculated pedestrian clearance time, or may begin after the calculated<br />
pedestrian clearance time has ended (see EPG 902.6.6).<br />
|}<br />
]]<br />
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'''Guidance.''' The pedestrian clearance time should be sufficient to allow a pedestrian crossing in the crosswalk who left the curb or shoulder at the end of the WALKING PERSON (symbolizing WALK) signal indication to travel at a walking speed of 3.5 ft. per second to at least the far side of the traveled way or to a median of sufficient width for pedestrians to wait.<br />
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'''Option.''' If pedestrian and/or other unusual characteristics exist and documented engineering judgment supports the use, a walking speed of 4 ft. per second may be considered.<br />
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'''Guidance.''' Where pedestrians who walk slower than 3.5 ft. per second, or pedestrians who use wheelchairs, routinely use the crosswalk, a walking speed of less than 3.5 ft. per second should be considered in determining the pedestrian clearance time.<br />
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Except as provided in the next 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.<br />
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'''Option.''' If pedestrian volumes and characteristics do not require a 7-second walk interval, walk intervals as short as 4 seconds may be used.<br />
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If pedestrian volumes and characteristics indicate that a longer walk interval is needed then the walk interval may be lengthened. 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.<br />
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'''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 ft. 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 ft. 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.<br />
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If a pedestrian signal head is used that does not have a concurrent vehicular phase (exclusive pedestrian movement), the pedestrian change interval (flashing UPRAISED HAND) should be set to be approximately 4 seconds less than the required pedestrian clearance time and an additional clearance interval (during which a steady UPRAISED HAND is displayed) should be provided prior to the start of the conflicting vehicular phase. See Fig. 902.6.6.<br />
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Every effort is to be made to display the WALK indications with a green phase or interval. This "phase-associated" pedestrian operation lessens the overall delay to drivers. Using a fully actuated intersection as shown: <br />
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[[image:902.6.6 phase.jpg|center|500px|thumb|<center>'''Phase-Associated Pedestrian Operation'''</center>]]<br />
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The pedestrian WALK and flashing DON'T WALK indications for northbound-southbound on the east side of the intersection would be displayed only during phase 6. Likewise, the indications for eastbound-westbound on the south side would be displayed only during phase 4. <br />
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'''Standard.''' Under no circumstance will a pedestrian WALK or flashing DON'T WALK indication be active during a phase or interval which leads vehicles into the crosswalk. <br />
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'''Guidance.''' Using the previous example, the pedestrian indications for northbound-southbound cannot be active during phase 5, or any phase for the east-west direction of travel. Pedestrian indications are allowed in conjunction with the phase 6 right turn (using the permissive indication) and/or the phase 5 southbound yielding left turn, if allowed, since the pedestrian movement has legal right-of-way over the northbound right turn or southbound yielding left turn. <br />
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Under rare circumstances, an exclusive movement might be needed for the pedestrian indications. <br />
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Other options should be considered prior to the installation of an exclusive pedestrian movement. <br />
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'''Option.''' On a street with a median of sufficient width for pedestrians to wait, a pedestrian clearance time that allows the pedestrian to cross only from the curb or shoulder to the median may be provided.<br />
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'''Standard.''' Where the pedestrian clearance time is sufficient only for crossing from the curb or shoulder to a median of sufficient width for pedestrians to wait, median-mounted pedestrian signals (with pedestrian detectors if actuated operation is used) shall be provided (see EPG 902.6.7 and EPG 902.6.8) and signing such as the R10-3d sign (see [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|EPG 903.5.30]]) shall be provided to notify pedestrians to cross only to the median to await the next WALKING PERSON (symbolizing WALK) signal indication.<br />
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'''Guidance.''' Where median-mounted pedestrian signals and detectors are provided, the use of accessible pedestrian signals (see [[#902.6.9 Accessible Pedestrian Signals and Detectors – General (MUTCD Section 4E.13)|EPG 902.6.9]]) should be considered.<br />
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'''Option.''' During the transition into preemption, the walk interval and the pedestrian change interval may be shortened or omitted as described in [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38 Preemption and Priority Control of Traffic Control Signals (MUTCD Section 4D.27)|EPG 902.5.38 Preemption and Priority Control of Traffic Control Signals]].<br />
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At intersections with high pedestrian volumes and high conflicting turning vehicle volumes, a brief leading pedestrian interval, during which an advance WALKING PERSON (symbolizing WALK) indication is displayed for the crosswalk while red indications continue to be displayed to parallel through and/or turning traffic, may be used to reduce conflicts between pedestrians and turning vehicles.<br />
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'''Guidance.''' If a leading pedestrian interval is used, the use of accessible pedestrian signals (see [[#902.6.9 Accessible Pedestrian Signals and Detectors – General (MUTCD Section 4E.13)|EPG 902.6.9]]) should be considered.<br />
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'''Support.''' If a leading pedestrian interval is used without accessible features, pedestrians who are visually impaired can be expected to begin crossing at the onset of the vehicular movement when drivers are not expecting them to begin crossing.<br />
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'''Guidance.''' If a leading pedestrian interval is used, it should be at least 3 seconds in duration and should be timed to allow pedestrians to cross at least one lane of traffic or, in the case of a large corner radius, to travel far enough for pedestrians to establish their position ahead of the turning traffic before the turning traffic is released.<br />
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If a leading pedestrian interval is used, consideration should be given to prohibiting turns across the crosswalk during the leading pedestrian interval.<br />
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'''Support.''' At intersections with pedestrian volumes that are so high that drivers have difficulty finding an opportunity to turn across the crosswalk, the duration of the green interval for a parallel concurrent vehicular movement is sometimes intentionally set to extend beyond the pedestrian clearance time to provide turning drivers additional green time to make their turns while the pedestrian signal head is displaying a steady UPRAISED HAND (symbolizing DONT WALK) signal indication after pedestrians have had time to complete their crossings.<br />
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==902.6.7 Countdown Pedestrian Signals (MUTCD Section 4E.07)==<br />
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'''Standard.''' All pedestrian signal heads used at crosswalks shall include a pedestrian change interval countdown display in order to inform pedestrians of the number of seconds remaining in the pedestrian change interval.<br />
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Countdown pedestrian signals shall always be displayed simultaneously with the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication displayed for that crosswalk.<br />
Countdown pedestrian signals shall consist of Portland orange numbers that are at least 9 in. tall on a black opaque background. The countdown pedestrian signal shall be located immediately adjacent to the associated UPRAISED HAND (symbolizing DONT WALK) pedestrian signal head indication (see Fig. 902.6.4).<br />
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The display of the number of remaining seconds shall begin only at the beginning of the pedestrian change interval (flashing UPRAISED HAND). After the countdown displays zero, the display shall remain dark until the beginning of the next countdown.<br />
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The countdown pedestrian signal shall display the number of seconds remaining until the termination of the pedestrian change interval (flashing UPRAISED HAND). Countdown displays shall not be used during the walk interval or during the red clearance interval of a concurrent vehicular phase.<br />
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'''Guidance.''' Because some technology includes the countdown pedestrian signal logic in a separate timing device that is independent of the timing in the traffic signal controller, care should be exercised by the engineer when timing changes are made to pedestrian change intervals.<br />
If the pedestrian change interval is interrupted or shortened as a part of a transition into a preemption sequence (see EPG 902.6.6), the countdown pedestrian signal display should be discontinued and go dark immediately upon activation of the preemption transition.<br />
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==902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)==<br />
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'''Support.''' The provisions in this article place pedestrian pushbuttons within easy reach of pedestrians who are intending to cross each crosswalk and make it obvious which pushbutton is associated with each crosswalk. These provisions also position pushbutton poles in optimal locations for installation of accessible pedestrian signals (see [[#902.6.9 Accessible Pedestrian Signals and Detectors – General (MUTCD Section 4E.13)|EPG 902.6.9]]). Information regarding accessible reach ranges can be found in [[:Category:642 Pedestrian Facilities|EPG 642]].<br />
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'''Guidance: ''' If pedestrian pushbuttons are used, they should be capable of easy activation and conveniently located near each end of the crosswalks. Except as provided in the following two paragraphs, pedestrian pushbuttons should be located to meet all of the following criteria (see Fig. 902.6.8.1):<br />
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:A. Unobstructed and adjacent to a level all-weather surface to provide access from a wheelchair;<br />
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:B. Where there is an all-weather surface, a wheelchair accessible route from the pushbutton to the ramp;<br />
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:C. Between the edge of the crosswalk line (extended) farthest from the center of the intersection and the side of a curb ramp (if present), but not greater than 5 ft. from said crosswalk line;<br />
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:D. Between 30 inches and 6 ft. from the edge of the curb, shoulder, or pavement;<br />
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:E. With the face of the pushbutton parallel to the crosswalk to be used; and<br />
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:F. At a mounting height of approximately 3.5 ft., but no more than 4 ft., above the sidewalk.<br />
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[[image:902.6.8.1_061522.jpg|center|700px|thumb|<center>'''Fig. 902.6.8.1, Pushbutton Location Area'''</center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Notes:'''<br />
|-<br />
|1. Where there are constraints that make it impractical to place the pedestrian pushbutton between 30 inches and 6 ft. from the edge of the curb, shoulder, or pavement, it should not be farther than 10 ft. from the edge of curb, shoulder, or pavement.<br />
|-<br />
|2. Two pedestrian pushbuttons on a corner should be separated by 10 feet.<br />
|-<br />
|3. This figure is not drawn to scale.<br />
|-<br />
|4. Fig. 902.6.8.2 shows typical pushbutton locations.<br />
|}<br />
]]<br />
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Where there are physical constraints that make it impractical to place the pedestrian pushbutton adjacent to a level all-weather surface, the surface should be as level as feasible.<br />
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Where there are physical constraints that make it impractical to place the pedestrian pushbutton between 30 inches and 6 ft. from the edge of the curb, shoulder, or pavement, it should not be farther than 10 ft. from the edge of curb, shoulder, or pavement.<br />
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Except as provided in the Option below, where two pedestrian pushbuttons are provided on the same corner of a signalized location, the pushbuttons should be separated by a distance of at least 10 feet.<br />
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'''Option.''' Where there are physical constraints on a particular corner that make it impractical to provide the 10 ft. separation between the two pedestrian pushbuttons, the pushbuttons may be placed closer together or on the same pole.<br />
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'''Support.''' Fig. 902.6.8.2 shows typical pedestrian pushbutton locations for a variety of situations.<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
|-<br />
|[[image:902.6.8.2.1.jpg|center|750px|thumb|<center>'''(Sheet 1 of 2)''']]<br />
|-<br />
|align="center"|'''Fig. 902.6.8.2 Typical Pushbutton Locations (2 sheets)'''<br />
|-<br />
|'''Notes:'''<br />
|-<br />
|1. These figures are not drawn to scale.<br />
|-<br />
|2. These drawings are intended to describe the typical locations for pedestrian pushbutton installations. They are not intended to be a guide for the design of curb cut ramps.<br />
|-<br />
|3. Fig. 902.6.8.1 shows the recommended area for pushbutton locations.<br />
|-<br />
|[[image:902.6.8.2.2.jpg|center|750px|thumb|<center>'''(Sheet 2 of 2)'''</center>]]<br />
|}<br />
<br />
<br />
'''Standard.''' Signs (see [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Section 2B.53)|EPG 903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30)]]) shall be mounted adjacent to pedestrian pushbuttons, explaining their purpose and use.<br />
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'''Option.''' At certain locations, a supplemental sign in a more visible location may be used to call attention to the pedestrian pushbutton.<br />
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'''Standard.''' The positioning of pedestrian pushbuttons and the legends on the pedestrian pushbutton signs shall clearly indicate which crosswalk signal is actuated by each pedestrian pushbutton.<br />
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If the pedestrian clearance time is sufficient only to cross from the curb or shoulder to a median of sufficient width for pedestrians to wait and the signals are pedestrian actuated, an additional pedestrian detector shall be provided in the median.<br />
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'''Guidance.''' The use of additional pedestrian detectors on islands or medians where a pedestrian might become stranded should be considered.<br />
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If special purpose pushbuttons (to be operated only by authorized persons) are used they should include a housing capable of being locked to prevent access by the general public and do not need an instructional sign.<br />
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==902.6.9 Accessible Pedestrian Signals and Detectors – General ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 4E.09)==<br />
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'''Standard.''' Accessible pedestrian signals and detectors shall be included as part of the design at new signalized intersections where pedestrians are present and shall be considered at existing intersections being altered or are in need of maintenance applications. See [[642.4 Impact of the Project Category on ADA|EPG 642.4 Impact of the Project Category on ADA]] for additional guidance on the impact of the project category on Americans with Disabilities Act. <br />
<br />
The primary technique that pedestrians who have visual disabilities use to cross streets at signalized locations is to initiate their crossing when they hear the traffic in front of them stop and the traffic alongside them begin to move, which often corresponds to the onset of the green interval. The existing environment is often not sufficient to provide the information that pedestrians who have visual disabilities need to cross a roadway at a signalized location.<br />
<br />
'''Standard.''' When used, accessible pedestrian signals shall be used in combination with pedestrian signal timing. The information provided by an accessible pedestrian signal shall clearly indicate which pedestrian crossing is served by each device.<br />
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Under stop-and-go operation, accessible pedestrian signals shall not be limited in operation by the time of day or day of week.<br />
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'''Option.''' Accessible pedestrian signal detectors may be pushbuttons or passive detection devices. At locations with pretimed traffic control signals or non-actuated approaches, pedestrian pushbuttons may be used to activate the accessible pedestrian signals.<br />
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'''Support.''' Accessible pedestrian signals are typically integrated into the pedestrian detector (pushbutton), so the audible tones and/or messages come from the pushbutton housing. They have a pushbutton locator tone and tactile arrow. The pushbutton housing can include audible beaconing and other special features.<br />
<br />
'''Option.''' If deemed appropriate by district Traffic, the name of the street to be crossed may also be provided in accessible format, such as Braille or raised print. Tactile maps of crosswalks may also be provided.<br />
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'''Support.''' Specifications regarding the use of Braille or raised print for traffic control devices can be found in the ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities'' (ADAAG). (See [[642.3 Americans with Disabilities Act of 1990|EPG 642.3 Americans with Disabilities Act of 1990]]).<br />
<br />
'''Standard.''' At accessible pedestrian signal locations where pedestrian pushbuttons are used, each pushbutton shall activate both the walk interval and the accessible pedestrian signals.<br />
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==902.6.10 Accessible Pedestrian Signals and Detectors – Location ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 4E.10) ==<br />
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'''Support.''' Accessible pedestrian signals that are located as close as possible to pedestrians waiting to cross the street provide the clearest and least ambiguous indication of which pedestrian crossing is served by a device.<br />
<br />
'''Guidance.''' Pushbuttons for accessible pedestrian signals should be located in accordance with the provisions of [[#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8]] and should be located as close as possible to the crosswalk line furthest from the center of the intersection and as close as possible to the curb ramp.<br />
<br />
'''Standard.''' If the curb ramp is not aligned with the crosswalk, the accessible pedestrian signal assembly shall point in the direction of travel, not in the direction of the curb ramp orientation. <br />
<br />
If two accessible pedestrian pushbuttons are placed less than 10 feet apart or on the same pole, each accessible pedestrian pushbutton shall be provided with the following features:<br />
<br />
:A. A pushbutton locator tone,<br />
:B. A tactile arrow,<br />
:C. A speech walk message for the WALKING PERSON (symbolizing WALK) indication, and<br />
:D. A speech pushbutton information message.<br />
<br />
If two accessible pedestrian pushbuttons are placed greater than 10 feet apart, each accessible pedestrian pushbutton shall be provided with the following features: <br />
<br />
:A. A pushbutton locator tone,<br />
:B. A tactile arrow,<br />
:C. Percussive tone for the WALKING PERSON (symbolizing WALK) indication. <br />
<br />
If the pedestrian clearance time is sufficient only to cross from the curb or shoulder to a median of sufficient width for pedestrians to wait and accessible pedestrian detectors are used, an additional accessible pedestrian detector shall be provided in the median.<br />
<br />
==902.6.11 Accessible Pedestrian Signals and Detectors – Walk Indications ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 4E.11) ==<br />
<br />
'''Support.''' Technology that provides different sounds for each non-concurrent signal phase has frequently been found to provide ambiguous information. Research indicates that a rapid tick tone for each crossing coming from accessible pedestrian signal devices on separated poles located close to each crosswalk provides unambiguous information to pedestrians who are visually impaired. Vibrotactile indications provide information to pedestrians who are visually impaired and deaf and are also used by pedestrians who are visually impaired or who have low vision to confirm the walk signal in noisy situations.<br />
<br />
Standard. Accessible pedestrian signals shall have both audible and vibrotactile walk indications.<br />
Vibrotactile walk indications shall be provided by a tactile arrow on the pushbutton (see [[#902.6.12 Accessible Pedestrian Signals and Detectors – Tactile Arrows and Locator Tones (MUTCD Section 4E.12)|EPG 902.6.12]]) that vibrates during the walk interval.<br />
<br />
Accessible pedestrian signals shall have an audible walk indication during the walk interval only. The audible walk indication shall be audible from the beginning of the associated crosswalk.<br />
<br />
The accessible walk indication shall have the same duration as the pedestrian walk signal except when the pedestrian signal rests in walk.<br />
<br />
'''Guidance.''' If the pedestrian signal rests in walk, the accessible walk indication should be limited to the first 7 seconds of the walk interval. The accessible walk indication should be recalled by a button press during the walk interval provided that the crossing time remaining is greater than the pedestrian change interval.<br />
<br />
'''Standard.''' Where two accessible pedestrian signals are separated by a distance of at least 10 feet, the audible walk indication shall be a percussive tone. Where two accessible pedestrian signals on one corner are not separated by a distance of at least 10 feet, the audible walk indication shall be a speech message.<br />
<br />
'''Support.''' At any given intersection, there may be a combination of speech messages and percussive tones depending on placement of accessible pedestrian pushbuttons at any given curb ramp. Each curb ramp is evaluated individually for the need of the features listed above. <br />
<br />
'''Standard.''' Audible tone walk indications shall repeat at eight to ten ticks per second. Audible tones used as walk indications shall consist of multiple frequencies with a dominant component at 880 Hz.<br />
<br />
The volume of audible walk indications and pushbutton locator tones (see EPG 902.6.12 ) shall be set to be a maximum of 5 dBA louder than ambient sound, except when audible beaconing is provided in response to an extended pushbutton press. <br />
<br />
Automatic volume adjustment in response to ambient traffic sound level shall be provided up to a maximum volume of 100 dBA.<br />
<br />
'''Guidance.''' The sound level of audible walk indications and pushbutton locator tones should be adjusted to be low enough to avoid misleading pedestrians who have visual disabilities when the following conditions exist:<br />
<br />
:A. Where there is an island that allows unsignalized right turns across a crosswalk between the island and the sidewalk.<br />
:B. Where multi-leg approaches or complex signal phasing require more than two pedestrian phases, such that it might be unclear which crosswalk is served by each audible tone.<br />
:C. At intersections where a diagonal pedestrian crossing is allowed, or where one street receives a WALKING PERSON (symbolizing WALK) signal indication simultaneously with another street.<br />
<br />
'''Support.''' An optional alert tone at the beginning of the walk indication can be particularly useful if the walk tone is not easily audible in some traffic conditions.<br />
<br />
Speech walk messages communicate to pedestrians which street has the walk interval. Speech messages might be either directly audible or transmitted, requiring a personal receiver to hear the message. To be a useful system, the words and their meaning need to be correctly understood by all users in the context of the street environment where they are used. Because of this, tones are the preferred means of providing audible walk indications except where two accessible pedestrian signals on one corner are not separated by a distance of at least 10 feet.<br />
<br />
If speech walk messages are used, pedestrians have to know the names of the streets that they are crossing in order for the speech walk messages to be unambiguous. In getting directions to travel to a new location, pedestrians with visual disabilities do not always get the name of each street to be crossed. Therefore, it is desirable to give users of accessible pedestrian signals the name of the street controlled by the pushbutton. This can be done by means of a speech pushbutton information message (see [https://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.19_Lateral_Positioning_of_Signal_Faces_.28MUTCD_Section_4D.13.29 EPG 902.5.19]) during the flashing or steady UPRAISED HAND intervals, or by raised print and Braille labels on the pushbutton housing.<br />
[[image:902.6.11.jpg|center|350px]]<br />
<br />
By combining the information from the pushbutton message or Braille label, the tactile arrow aligned in the direction of travel on the relevant crosswalk, and the speech walk message, pedestrians with visual disabilities are able to correctly respond to speech walk messages even if there are two pushbuttons on the same pole.<br />
<br />
'''Standard.''' If speech walk messages are used to communicate the walk interval, they shall provide a clear message that the walk interval is in effect, as well as to which crossing it applies. Speech walk messages shall be used only at intersections where it is technically infeasible to install two accessible pedestrian signals in one corner separated by a distance of at least 10 feet.<br />
<br />
Speech walk messages that are used at intersections having pedestrian phasing that is concurrent with vehicular phasing shall be patterned after the model: “Broadway. Walk sign is on to cross Broadway.”<br />
<br />
Speech walk messages that are used at intersections having exclusive pedestrian phasing shall be patterned after the model: “Walk sign is on for all crossings.”<br />
<br />
Speech walk messages shall not contain any additional information, except they shall include designations such as “Street” or “Avenue” where this information is necessary to avoid ambiguity at a particular location.<br />
<br />
'''Guidance.''' Speech walk messages should not state or imply a command to the pedestrian, such as “Cross Broadway now.” Speech walk messages should not tell pedestrians that it is “safe to cross,” because it is always the pedestrian’s responsibility to check actual traffic conditions.<br />
<br />
'''Standard.''' A speech walk message is not required at times when the walk interval is not timing, but, if provided:<br />
<br />
:A. It shall begin with the term “wait.”<br />
:B. It need not be repeated for the entire time that the walk interval is not timing.<br />
<br />
'''Option.''' Accessible pedestrian signals that provide speech walk messages may provide similar messages in languages other than English, if needed, except for the terms “walk sign” and “wait.”<br />
<br />
'''Standard.''' Following the audible walk indication, accessible pedestrian signals shall revert to the pushbutton locator tone (see EPG 902.6.12) during the pedestrian change interval.<br />
<br />
==902.6.12 Accessible Pedestrian Signals and Detectors – Tactile Arrows and Locator Tones ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 4E.12)==<br />
<br />
'''Standard.''' To enable pedestrians who have visual disabilities to distinguish and locate the appropriate pushbutton at an accessible pedestrian signal location, pushbuttons shall clearly indicate by means of tactile arrows which crosswalk signal is actuated by each pushbutton. Tactile arrows shall be located on the pushbutton, have high visual contrast (light on dark or dark on light), and shall be aligned parallel to the direction of travel on the associated crosswalk. <br />
<br />
An accessible pedestrian pushbutton shall incorporate a locator tone.<br />
<br />
'''Support.''' A pushbutton locator tone is a repeating sound that informs approaching pedestrians that a pushbutton to actuate pedestrian timing or receive additional information exists, and that enables pedestrians with visual disabilities to locate the pushbutton.<br />
<br />
'''Standard.''' Pushbutton locator tones shall have a duration of 0.15 seconds or less and shall repeat at 1-second intervals.<br />
<br />
Pushbutton locator tones shall be deactivated when the traffic control signal is operating in a flashing mode, or if the pedestrian button/signal indications/phasing are out-of-service due to technical issues or damage. This requirement shall not apply to traffic control signals or pedestrian hybrid beacons that are activated from a flashing or dark mode to a stop-and-go mode by pedestrian actuations.<br />
<br />
Pushbutton locator tones shall be intensity-responsive to ambient sound and be audible 6 to 12 feet from the pushbutton, or to the building line, whichever is less.<br />
<br />
'''Support.''' [[#902.6.11 Accessible Pedestrian Signals and Detectors – Walk Indications (MUTCD Section 4E.11)|EPG 902.6.11]] presents additional provisions regarding the volume and sound level of pushbutton locator tones.<br />
<br />
==902.6.13 Accessible Pedestrian Signals and Detectors – Extended Pushbutton Press Features ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 4E.13)==<br />
<br />
'''Option.''' Pedestrians may be provided with additional features such as increased crossing time, audible beaconing, or a speech pushbutton information message as a result of an extended pushbutton press.<br />
<br />
'''Standard.''' If an extended pushbutton press is used to provide any additional feature(s), a pushbutton press of less than one second shall actuate only the pedestrian timing and any associated accessible walk indication, and a pushbutton press of one second or more shall actuate the pedestrian timing, any associated accessible walk indication, and any additional feature(s). <br />
<br />
If additional crossing time is provided by means of an extended pushbutton press, a PUSHBUTTON FOR 2 SECONDS FOR EXTRA CROSSING TIME (R10-32P) plaque (see Figure 2B-26) shall be mounted adjacent to or integral with the pedestrian pushbutton. <br />
<br />
'''Support.''' Audible beaconing is the use of an audible signal in such a way that pedestrians with visual disabilities can identify the signal that is located on the far end of the crosswalk as they cross the street.<br />
<br />
Not all crosswalks at an intersection need audible beaconing; audible beaconing can actually cause confusion if used at all crosswalks at some intersections. Audible beaconing is not appropriate at locations with channelized turns or split phasing, because of the possibility of confusion.<br />
<br />
'''Guidance.''' Audible beaconing should only be considered following an engineering study at:<br />
:A. Crosswalks longer than 70 feet, unless they are divided by a median that has another accessible pedestrian signal with a locator tone;<br />
:B. Crosswalks that are skewed;<br />
:C. Intersections with irregular geometry, such as more than four legs;<br />
:D. Crosswalks where audible beaconing is requested by an individual with visual disabilities; or<br />
:E. Other locations where a study indicates audible beaconing would be beneficial.<br />
<br />
'''Option.''' Audible beaconing may be provided in several ways, any of which are initiated by an extended pushbutton press.<br />
<br />
'''Standard.''' If audible beaconing is used, the volume of the pushbutton locator tone during the pedestrian change interval of the called pedestrian phase shall be increased and operated in one of the following ways:<br />
:A. The louder audible walk indication and louder locator tone comes from the far end of the crosswalk, as pedestrians cross the street,<br />
:B. The louder locator tone comes from both ends of the crosswalk, or<br />
:C. The louder locator tone comes from an additional speaker that is aimed at the center of the crosswalk and that is mounted on a pedestrian signal head.<br />
<br />
'''Option.''' Speech pushbutton information messages may provide intersection identification (see [[#902.6.11 Accessible Pedestrian Signals and Detectors – Walk Indications (MUTCD Section 4E.11)|EPG 902.6.11]]), as well as information about unusual intersection signalization and geometry, such as notification regarding exclusive pedestrian phasing, leading pedestrian intervals, split phasing, diagonal crosswalks, and medians or islands.<br />
<br />
'''Standard.''' If speech pushbutton information messages are made available by actuating the accessible pedestrian signal detector, they shall only be actuated when the walk interval is not timing. They shall begin with the term “Wait,” followed by intersection identification information modeled after: “Wait to cross Broadway at Grand.” If information on intersection signalization or geometry is also given, it shall follow the intersection identification information.<br />
<br />
'''Guidance.''' Speech pushbutton information messages should not be used to provide landmark information or to inform pedestrians with visual disabilities about detours or temporary traffic control situations.<br />
<br />
'''Support.''' Additional information on the structure and wording of speech pushbutton information messages is included in ITE’s “Electronic Toolbox for Making Intersections More Accessible for Pedestrians Who Are Blind or Visually Impaired,” which is available at ITE’s website.<br />
<br />
==902.6.14 Accessible Pedestrian Signals and Detectors – Additional Requirements==<br />
<br />
Additional requirements for accessible pedestrian signals are provided below.<br />
<br />
'''Guidance.''' The bolt pattern of the pushbutton station should be compatible with older pushbuttons. This will allow equipment to be easily upgraded at existing signalized intersections.<br />
<br />
===902.6.14.1 Mechanical/Electrical Requirements===<br />
'''Standard.''' Accessible pedestrian signals shall include the following mechanical and electrical requirements. <br />
<br />
Pushbutton station shall be constructed of aluminum. Tactile arrows and actuator shall be made of brass or corrosion-resistant metal alloy or non-metallic material. <br />
<br />
The actuator shall be a minimum of 2 inches in diameter, raised, contrast visually with the housing and shall have a solid state, piezo type switch rated at a minimum of 20 million actuations. A maximum force of 3.5 lbs. shall be required to activate the switch. <br />
<br />
The accessible pedestrian signal shall operate at a voltage no greater than 24 volts.<br />
<br />
'''Support.''' Accessible pedestrian signal assembly may be monolithic or a separate actuator and sign. <br />
[[image:902.6.14.1.jpg|center|650px]]<br />
<br />
Some manufacturers provide a 2-wire accessible pedestrian signal system that uses the existing wiring from previously installed standard pushbuttons. For installation, a control unit is installed in the controller cabinet. Wiring this device requires correct connection of wires from pedestrian signal heads, particularly where two parallel crosswalks do not operate concurrently to provide accurate messages using two wires.<br />
<br />
The 3-wire and 4-wire systems are typically designed for intersections where pushbutton wires do not exist, though they can also be installed on intersections with existing pushbutton wires. For installation, the wires from the accessible pedestrian signal run to a control unit in the pedestrian head. Each system is independent of the others and each accessible pushbutton signal responds to the messaging provided by the pedestrian signal head it is connected to.<br />
<br />
'''Option.''' Additional features may include Bluetooth or wireless capabilities to allow for programming using a manufacturer developed app on a tablet or cell phone. <br />
<br />
===902.6.14.2 Environmental Requirements===<br />
'''Standard.''' The accessible pedestrian signal shall be fully operational between -30° F to +165°F (-34° C to +74° C), shall not allow ice to form such to impede the operation of the button and shall have a weatherproof speaker.<br />
<br />
===902.6.14.3 Pedestrian Information Sign Requirements===<br />
'''Standard.''' The accessible pedestrian signal shall include a pedestrian information sign. The pedestrian information sign shall be post mounted or integral to the Pedestrian Pushbutton Station. The sign shall: <br />
<br />
:A) Be in accordance with the provisions of [[#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8]], <br />
:B) Be a 9’’x15” R10-3e,<br />
:C) Be fabricated as flat sheet (SH) in accordance with all applicable sections of MoDOT’s Standard Specifications for Construction and Standard Plans.<br />
[[image:902.6.14.3.jpg|center|650px]]<br />
<br />
==902.6.15 Post-installation Checklist of Accessible Pedestrian Signals and Maintenance== <br />
<br />
'''Standard.''' Accessible pedestrian signals shall be carefully installed in the field and evaluated after installation to verify they are working properly from an engineering perspective and from the perspective of pedestrians who are visually impaired. During installation, the installer shall program the system as directed by the engineer. <br />
<br />
===902.6.15.1 Installation Acceptance and Inspection Checklist of Accessible Pedestrian Signals===<br />
'''Standard.''' After installation and programming is complete, Construction shall perform the following steps (detailed in EPG 902.6.15.1.1 through EPG 902.6.15.1.9, below). A printable [[media:902.6.15.1 checklist.xlsx|checklist]] shall be used to provide documentation of proper installation. After acceptance, Maintenance shall use the checklist to track regular inspection of the accessible pedestrian signal.<br />
:A) Evaluate and adjust the locator tone volume<br />
:B) Evaluate and adjust the WALK indication volume<br />
:C) Evaluate and set the sensitivity level of the automatic volume adjustment<br />
:D) Confirm proper functioning of the WALK indicators<br />
:E) Check height and location of pushbutton<br />
:F) Check the tactile arrow<br />
:G) Check optional features<br />
:H) Check audible beaconing<br />
:I) Recheck the functioning at a later time.<br />
<br />
The following subsections provide guidance for the completion of the evaluation criteria listed in the checklist.<br />
<br />
====902.6.15.1.1 Locator Tone Volume====<br />
<br />
'''Guidance.''' Evaluate and adjust locator tone volume:<br />
<br />
:A) Approach intersection along sidewalk from both directions and note when the pushbutton locator tone is audible. If there are two pushbutton locator tones at the corner, each should be audible. The pushbutton locator tone should be audible when 6 to 12 feet from pushbutton, or at the building line, whichever is closer to the pushbutton.<br />
:B) Approach corner from crosswalk and note when the pushbutton locator tone is audible. The pushbutton locator tone should be audible at 6 to 12 feet (or approximately one lane) from pushbutton.<br />
:C) Listen through several cycles at times when traffic is noisy and at times when traffic is quiet.<br />
:D) Adjust the locator tone volume as necessary.<br />
<br />
====902.6.15.1.2 WALK Indication Volume====<br />
<br />
'''Guidance.''' Evaluate and adjust the volume of the WALK indication:<br />
<br />
:A) Stand at the curb or end of the curb ramp at the crosswalk and listen for the WALK indication. It should be audible from the crossing location.<br />
:B) Confirm that the WALK indication for each crosswalk sounds closer than the WALK indication for the perpendicular crosswalk.<br />
:C) Listen through several cycles at times when traffic is noisy and at times when traffic is quiet.<br />
:D) Adjust the WALK indication volume as necessary.<br />
<br />
====902.6.15.1.3 Automatic Volume Adjustment====<br />
<br />
'''Guidance.''' Evaluate and set the sensitivity level of the automatic volume adjustment:<br />
<br />
:A) If volumes are adequate in quiet conditions, but do not increase enough or quickly enough when ambient noise increases, the microphone sensitivity, or automatic gain control, should be increased.<br />
:B) Increase the microphone sensitivity in 10–20% steps until the response is as desired.<br />
:C) If necessary, readjust the volume of the locator tone and WALK indications after the microphone is adjusted.<br />
<br />
====902.6.15.1.4 Confirm Proper Functioning of the WALK Indication====<br />
<br />
'''Guidance.''' Determine if the vibrating surface, speech messages or other features of the WALK indication work properly:<br />
<br />
:A) Press the button and wait for the WALK indication. The tactile arrow or vibrating surface should vibrate rapidly only during the WALK.<br />
:B) The WALK indication (tone or speech message) should sound for the duration of the WALK interval, unless there is a special setting due to a "rest-in-WALK" situation.<br />
:C) If the WALK indication is a speech message, confirm that it refers to the correct street and is appropriately worded and understandable.<br />
<br />
====902.6.15.1.5 Check Height and Location of the Pushbutton====<br />
<br />
'''Guidance'''. Confirm that pushbutton height and location conform to specifications and can be reached by a person in a wheelchair, from a level landing.<br />
<br />
====902.6.15.1.6 Check Tactile Arrow====<br />
<br />
'''Guidance.''' Examine the tactile arrow.<br />
<br />
:A) Check that it is aligned in the direction of travel on the crosswalk.<br />
:B) Confirm that it points to the street that is controlled by that pushbutton.<br />
<br />
====902.6.15.1.7 Check Optional Features====<br />
<br />
'''Guidance.''' Confirm that optional features, if ordered, are present and functioning correctly.<br />
<br />
:A) Confirm that Braille dots are raised to the touch, not depressed. If possible, request that a person who reads Braille confirm that it is the correct label.<br />
:B) Press the pushbutton for an extended button press and see if the pushbutton information message plays and accurately identifies the crossing controlled by the pushbutton, and that other information, if provided, is accurate.<br />
:C) Confirm that a tactile map accurately represents the crossing features.<br />
:D) If pushbutton is Bluetooth or Wi-Fi enabled, confirm it is connected, app is installed on phone or tablet, and program is properly working. <br />
<br />
====902.6.15.1.8 Check Audible Beaconing====<br />
<br />
'''Guidance.''' If the intersection requires audible beaconing,<br />
<br />
:A) Press the pushbutton for an extended button press and confirm that the sound is boosted during the following pedestrian phase for the WALK tone and for the locator tone.<br />
:B) Walk across the street during the pedestrian phase and evaluate placement and aim of devices to provide sound in the crosswalk area.<br />
<br />
====902.6.15.1.9 Re-check Device Functioning at a Later Time====<br />
<br />
'''Guidance.''' Follow-up during the first few weeks after installation, checking device and volume at different times of day to assure proper functioning. <br />
<br />
Designate a person and phone number to call and report malfunctioning devices. Share that information with agencies serving individuals who are visually impaired and organizations of individuals who are visually impaired in the community.<br />
<br />
===902.6.15.2 Maintenance of Accessible Pedestrian Signals===<br />
As with any complex device, an accessible pedestrian signal has many features that could malfunction or fail in the course of its operation. It is important to take steps to ensure correct functioning through the years.<br />
<br />
'''Guidance.''' MoDOT should conduct an audit or checkup of the accessible pedestrian signal installations on a regular basis. Checkups should be conducted frequently if factors such as harsh weather may have affected the devices. At the very least, the accessible pedestrian signal should be checked:<br />
<br />
:A) Every year <br />
:B) During field signal observations<br />
:C) When field signal preventive maintenance is preformed <br />
:D) After any field changes to signal timing.<br />
<br />
With each visit, MoDOT should recheck each of the items on the original post-installation checklist. In addition to the [[media:902.6.15.1 checklist.xlsx|checklist]], the most common failures are listed below and should be checked specifically:<br />
<br />
:A) Vibrating arrow/button: could stop working or have very weak vibration<br />
:B) WALK indication: tone or speech message could have stopped working or be delayed in sounding after the WALK interval begins<br />
:C) Raised arrow: could be missing or pointing in the wrong direction<br />
:D) Pushbutton: could be jammed or malfunctioning<br />
:E) Ambient noise response: could be slow to respond or have ceased responding at all.<br />
<br />
If an accessible pedestrian signal has been damaged or is not working properly, it should be replaced as quickly as possible.<br />
<br />
<br />
<br />
<br />
[[Category:902 Signals|902.06]]</div>Legged1https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators&diff=51661Category:612 Impact Attenuators2022-06-27T19:38:24Z<p>Legged1: erratum</p>
<hr />
<div>[[image:612 Impact Attenuators 2013.jpg|right|325px|thumb|<center>'''Protective vehicle with a truck-Mounted Attenuator and Flashing Arrow Panel'''</center>]]<br />
{|style="padding: 0.3em; margin-right:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left" <br />
|-<br />
|[[image:safety begins with me.jpg|165px|center]]<br />
|-<br />
|'''[http://sp/safety/csp/Pages/Safety-Videos.aspx Safety Videos]'''<br />
|-<br />
|[http://sp/safety/csp/Pages/Safety-Videos.aspx 2014 TMA Safety Points]<br />
|}<br />
<br />
<br />
<br />
<br />
The traffic control guidance of the EPG serves as MoDOT’s Manual on Uniform Traffic Control Devices (MUTCD) and should be used as the primary document when applying traffic control guidance to MoDOT’s roadways. Per federal regulations, MoDOT’s traffic control policies are required to be in substantial conformance with the MUTCD. There are occasions in the MUTCD where more than one traffic control device can be applied, but the EPG guidance typically selects the most applicable option for use on MoDOT roadways. The EPG also omits content from the MUTCD which doesn’t apply to Missouri.<br />
<br />
Like the MUTCD, the traffic control guidance of the EPG is permissive guidance, meaning this guidance outlines what is permissible in regard to applying traffic control devices to MoDOT roadways. When specific traffic control guidance is not found in the EPG, contact the Highway Safety and Traffic Division office for assistance. The Division office can obtain assistance from FHWA, research facilities and other states for possible solutions that are MUTCD compliant. If these solutions have the possibility of being applicable to more than one site, consideration will be made to include the solution into the standard guidance found in the EPG as a standard.<br />
<br />
This article provides information for the use of protective vehicles and three primary types of impact attenuators: truck-mounted attenuators, trailer-mounted attenuators and freestanding impact attenuators (sand barrels). Impact attenuators are designed to absorb energy of an impacting vehicle and reduce the force on a passenger to an acceptable level. <br />
<br />
<br />
==612.1 Protective Vehicles/TMAs (MUTCD "Shadow Vehicle")==<br />
<br />
Protective vehicles/TMAs are used to safeguard the workspace from errant vehicles. In some operations, these devices also serve as platforms for signs and other devices used to warn traffic of upcoming conditions or inform them of needed actions. For increased motorist, driver and worker safety, the protective vehicle may be equipped with a truck-mounted attenuator.<br />
<br />
Proper positioning of the protective vehicle/TMA vehicle within the work zone is critical to its effectiveness. It is the operator’s responsibility to make sure that the protective vehicle/TMA is in the proper position to protect the crew, to provide ample roll-ahead distance, and to provide adequate warning to your co-workers and traveling public. <br />
<br />
{| border="1" class="wikitable" style="margin-left:10px" align="right" <br />
|+ '''''[[media:612.xlsx|Pros and Cons of Truck- and Trailer-Mounted TMAs]]'''''<br />
|-<br />
! style="background:#BEBEBE" colspan="2"|Truck-Mounted TMA <br> Host Vehicle 16,000 lbs GVWR !! style="background:#BEBEBE" width="5"| !! style="background:#BEBEBE" colspan="2"|Trailer-Mounted TMA <br> Host Vehicle 10,000 lbs GVWR<br />
|-<br />
! style="background:#BEBEBE"|Pros !! style="background:#BEBEBE"|Cons !! style="background:#BEBEBE" width=5| !! style="background:#BEBEBE"|Pros !! style="background:#BEBEBE"|Cons <br />
|-<br />
|align="center" colspan="2"|Cost and Maintenance|| style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Cost and Maintenance<br />
|-<br />
|width=100|After an impact the TMA is easily secured to the host truck, for transport to shop ''(Ex: no need for a tow truck)''||width=100| After impact, damage to host truck is common and extended down time of truck is possible. This may be an issue if the vehicle fleet in an area is low. ||style="background:#BEBEBE" width="5"| ||width="100"|For the "boat" trailer style, the TMA normally has less parts, maintenance cost, and assembly cost. ||width=100| Tire issues can cause down time <br />
|-<br />
|No tire maintenance or down time due to tire issues || Maintenance can be costly and timely ||style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| -<br />
|-<br />
| align="center"| - || TMA must be removed prior to Arrow Board maintenance or repairs ||style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| -<br />
|-<br />
|align="center" colspan="2"|Operations || style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Operations<br />
|-<br />
|width=100|Follows directly behind truck ''(Ex: Will not track paint from striping operations)''|| Difficult to remove and install. ''(Ex: Truck cannot be quickly used for other applications)'' || style="background:#BEBEBE" width="5"| || Trailer TMA are usually easier to install and remove from the truck hitches.||The driver may have difficulties backing, a spotter is recommended. ''(Ex: Backing up to pick up channelizers within a work zone and keeping the trailer out of the travel lane)''<br />
|-<br />
|Easy Backing when spotter not available ''(Ex: During work zone removal)''|| Difficult to access plugs, wires and lighting connections during installation and removal || style="background:#BEBEBE" width="5"| ||After an impact, the trailer is removed from host vehicle and the truck is usually still serviceable. ||After an impact, the trailer needs towing by flat bed back to shop for repairs based on manufacturer recommendations <br />
|-<br />
|Easy Maneuvering||Truck may not have hitch. This may limit the number of applications of the truck. || style="background:#BEBEBE" width="5"| || align="center"| - ||During operations such as striping, tires can track paint <br />
|-<br />
| align="center"| - || When in the down position, the TMA will swing in to adjacent lane || style="background:#BEBEBE" width="5"| || align="center"| - || Finding a location to turn around can be difficult ''(Ex: Rural areas with narrow lanes, small entrances, etc.)''<br />
|-<br />
|-<br />
|align="center" colspan="2"|Other Considerations || style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Other Considerations<br />
|-<br />
|width=100 align="center"| - ||Overhead hazards become an issue when the TMA is in the Up position, which reaches 13'6". || style="background:#BEBEBE" width="5"| ||When the TMA is not deployed as a protective truck, the tailgate can be left attached for cargo/material hauling. ||Depending on the TMA, the unit may rotate into an adjacent lane upon a side impact. <br />
|-<br />
| align="center"| - ||Due to added weight of the TMA on rear of the truck, the ride is rough and is tough on truck suspension. || style="background:#BEBEBE" width="5"| ||The TMA can be used with different host vehicles and is not dedicated to one vehicle. || Some trailer TMAs look similar to "boat" trailers, which give a perception the TMA units are not safe. <br />
|-<br />
| align="center"| - || Due to the over swing and lowering of the TMA, the area behind the truck should be clear of personnel and vehicles. || style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| - <br />
|}<br />
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===612.1.1 Truck- and Trailer-Mounted Attenuators===<br />
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Truck/Trailor-mounted attenuators (TMAs) are energy-absorbing devices attached to the rear of the trucks and used as protective vehicles, thus protecting the motorist and the protective vehicle's driver upon impact.<br />
[[image:612.1 Trailer-type TMAs.jpg|left|275px|thumb|<center>'''Trailer-Mounted Attenuator'''</center>]]<br />
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The National Cooperative Highway Research Project 350 (NCHRP 350) and the 2016 AASHTO Manual for Assessing Safety Hardware (MASH 2016) set the crash criteria for TMAs. TMAs purchased by MoDOT meet these requirements. <br />
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Damaged TMAs are to be removed from service and either repaired or replaced. <br />
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NCHRP 350 and MASH crash-tests straight-on and offset collisions, not side impacts. TMAs are not designed for side impacts. <br />
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Articles on MoDOT's [[612.4 Maintenance Planning Guidelines for Impact Attenuators|Maintenance Planning Guidelines for Impact Attenuators]] are available upon request.<br />
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===612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting===<br />
'''Lighting.''' All lighting should be appropriately set, depending on the day or nighttime conditions. <br />
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The Light Bar may be used and the Emergency Alert lights should be used on the Rear Advanced Warning Truck for striping and sweeping operations and are optional on other mobile operations in accordance with typical applications. If used, the rear facing amber/white Light Bar is installed on top of the vehicle and the Emergency Alert lights are installed below the flashing arrow panel. <br />
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If an approaching vehicle is observed driving in the occupied moving work zone lane, the TMA driver should activate the Emergency Alert lights by pushing the switch for a short duration. It is not recommended to leave the lights on very long because continuous or long term use may reduce the effectiveness of the Emergency Alert lights. <br />
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'''Rear Face of TMA.''' The rear face of the attenuator device, when in the horizontal or operating position (protective mode), shall be marked with red and white retroreflective sheeting. The marking shall form a checkerboard pattern consisting of 12” by 12” red squares and 12” by 12” white squares spaced symmetrically starting from the top center. <br />
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'''Vehicle Size.''' On MoDOT’s maintenance operations where the normal posted speed limit is 60 mph or greater, the protective vehicle shall be a Heavy-Duty Single Axle Truck style or heavier, and meet the truck-mounted and trailer-mounted attenuator manufacturer’s recommendations. <br />
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'''Incident Response.''' For incident response operations, a vehicle with a truck/trailer-mounted attenuator is not required. If used, the host vehicle shall meet the truck/trailer-mounted attenuator manufacturer’s recommendations.<br />
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===612.1.3 Protective Vehicle/TMA Operations===<br />
The term "protective vehicle" represents the use of the protective vehicle within operations. The term TMA represents a truck or trailer-mounted attenuator.<br />
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The flashing arrow panel and warning lights shall not be active when the Protective Vehicle/TMA is traveling from the home domicile to the staging area/desired lane/work location. Once the Protective Vehicle/TMA has reached the staging area/desired lane/work location, the appropriate operating mode shall be displayed and turned on. If the Protective Vehicle/TMA leaves the staging area/desired lane/work location and travels to another staging area/desired lane/work location, the flashing arrow panel and warning lights shall not be active.<br />
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====612.1.3.1 TMA Typical Operations====<br />
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=====612.1.3.1.1 Stationary Operation=====<br />
During Stationary Operations, all protective vehicle/TMA vehicles shall be parked with the transmission in neutral and the parking brake engaged. The vehicle shall maintain a minimum of 150 feet of roll ahead distance to the next vehicle or work activity, be parallel to traffic, and have its wheels aligned with the striping and lane to maintain lane discipline and try to stay within the lane if struck. The operator shall not wait inside or near the protective vehicle/TMA vehicle. The employee should proceed to the Work Space to assist other employees and wait for instructions. <br />
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For additional guidance for protective vehicle/TMA use within work zones, refer to the typical applications in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]]. <br />
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=====612.1.3.1.2 Short Duration/Mobile Operations===== <br />
During short duration/mobile operations, protective vehicle/TMA operators are allowed to take preventive action when they perceive possible interaction with an errant vehicle. Preventive action includes moving the protective vehicle/TMA forward to lessen impact. If the operator takes preventive action, they should be observant of all crew workers and equipment to maintain a minimum of 150 feet roll-ahead distance and stay in the closed lane. In instances where you do not have the recommended 150 ft. of roll-ahead distance, DO NOT roll forward to lessen the impact and, if possible, engage the parking brake. <br />
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During short duration/mobile operations, if any employees exit their vehicles in the work activity, the protective vehicle/TMA#1 operator closest to work activity shall engage the parking brake when exiting their vehicle. The vehicle should maintain a minimum of 150 feet roll ahead distance to the work activity, be parallel to traffic, and have its wheels aligned to stay within the lane if struck. If the operator of the protective vehicle/TMA closest to the work activity feels he/she is about to be struck by an oncoming vehicle, the operator may take preventive action if the roll-ahead distance is greater than 150 feet. <br />
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For protective vehicle/TMA#2 during short duration/mobile operations, if the operator feels he/she is about to be struck by an oncoming vehicle, the operators may take preventive action to lessen the impact. However, the operator shall maintain a minimum of 150 feet of roll ahead distance to the next protective vehicle/TMA, be parallel to traffic, and have its wheels aligned to stay within the lane if struck. <br />
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For additional guidance for protective vehicle/TMA use within work zones, refer to the typical applications in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]].<br />
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===612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines===<br />
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Loads or cargo, such as sign posts or tools, may be moved to and from work areas in the bed of the protective vehicle/TMA, but must be removed when protective vehicle/TMA is deployed for protection or has the possibility of deployment prior to getting to the work area. Truck beds may be secured to the truck frame to maximize stability during impact. Steel plates and/or containers, secured by approved methods, may be used for ballast or weight to keep the dump bed against the host vehicle frame and may remain in the vehicle while the protective vehicle/TMA is deployed. Loads or cargo are not allowed to be carried on trailer type TMAs. <br />
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[[image:612.1.4.jpg|center|725px|thumb|<center>'''This bead container is securely fastened to the protective vehicle. The container is bolted through the bed of the truck. The container door is securely latched down.'''</center>]]<br />
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===612.1.5 MoDOT Protective Vehicle/TMA Operator’s Training===<br />
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Training is conducted in two stages: <br />
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:Stage 1 – Classroom General Knowledge Training<br />
:Stage 2 – OJT (On the Job) Training and Skills Assessment.<br />
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==612.2 Sand-Filled Impact Attenuators (Sand Barrels)==<br />
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[[image:612.2 Sand Barrels.jpg|left|225px|thumb|<center>'''Sand Barrels'''</center>]]<br />
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This system consists of a group of freestanding plastic barrels configured in an array of increasing weights from the impact point toward the object. Such an array transfers the vehicle’s momentum to the increasing masses of sand in the barrels and provides a gradual deceleration. Each barrel is designed with a specific weight of sand to absorb the energy of an errant vehicle. The sand barrel array's "footprint" length and width and the number of barrels will change based upon the permanent posted speed limit of the roadway. For the correct setup and array of sand barrel impact attenuators, refer to the manufacturer’s recommendations. For more information about manufacturer’s recommendations, see [http://www.modot.org/business/standards_and_specs/endterminals.htm End Terminals, Crash Cushions and Barrier Systems]. The pay item for one (1) sand barrel impact attenuator array will include the number of sand barrels the manufacturer requires for the posted speed limit and will be paid for each array. If it is anticipated that the sand barrel array will be relocated during staged construction, the entire array will be relocated and paid for by the pay item Impact Attenuator (Relocation) each time the sand barrel array is relocated. An estimate for replacement barrels needs to be included as a separate pay item, typically calculated as one for each sand barrel array. No direct payment is made for the Type 1 object marker on the lead sand barrel in the array.<br />
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[[image:612.2 array.jpg|center|<center>'''Typical Array for Sand-Filled Impact Attenuators<br />
May Change Based on Manufacturer’s Recommendations'''</center>]]<br />
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Sand barrels are most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. A benefit/cost analysis is to be conducted before sand barrels are used in a permanent application. <br />
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An approved sand-filled impact attenuator may be installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. <br />
<div id="A crash cushion will be required"></div><br />
A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities. When space allows, sand barrel impact attenuators are the preferred choice for temporary protection. However, in the event that sand barrels cannot be used (for example, insufficient width), work zone crash cushions may be used instead. Work zone crash cushions provide a narrower option than sand barrels, but still perform the same function. Work zone crash cushions are discussed in [[617.1 Temporary Traffic Barriers#617.1.3.3 Crash Cushion|EPG 617.1.3.3 Crash Cushion]]. Applicable pay items are included in the plans.<br />
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==612.3 Construction Inspection Guidelines==<br />
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'''Material (for Sec 612.2)''' Certifications are to be collected on both the sand and retroreflective sheeting used in or on the sand-filled impact attenuators. <br />
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'''Safety Requirements (for Sec 612.3)''' The inspector is to request a copy of the manufacturer’s certification that states the units comply with the crash test requirements of NCHRP 350 or MASH 2016, Test Level 3. This information is to be kept in the project files. <br />
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'''Truck-Mounted Attenuator (for Sec 612.4.1)''' TMAs are to be inspected to make sure they are structurally sound, the frames are not bent and that they appear to be in good working order. In some cases, the contractor may elect to add TMAs when TMAs are not required. Elective TMAs need to be NCHRP 350 or MASH 2016, Test Level 3 compliant and therefore the certification still needs to be collected. Typically, TMAs are only required and paid for under conditions where the contractor is operating without a lane drop set up (cones, channelizers, etc.). TMAs the contractor voluntarily adds to an operation are typically not paid for. <br />
<div id="Sand-Filled Impact Attenuator Array"></div><br />
'''Sand-Filled Impact Attenuator Array (for Sec 612.4.2)''' The inspector is to request a copy of the manufacturer’s installation instructions for the particular brand of sand-filled impact attenuator the contractor is using. The use of more than one manufacturer’s sand barrels in an array is not allowed. When inspecting the sand-filled impact attenuator arrays, make sure that the array is in the location as shown in the temporary traffic control plans, and set up and filled in accordance with the manufacturer’s recommendations. All lids are to be on and secured. MoDOT requires rock salt intermixed with the sand so that any water that gets into the barrels will not freeze and create a safety hazard. When checking the contents of the barrels, rock salt should be visible in the sand mix. During periods of extended cold weather, the sand should be checked periodically to make sure it has not frozen because the salt content has been exhausted. If this condition is found, the contractor will need to add more salt or replace the sand/salt mixture.<br />
<div id="Work Zone Crash Cushions"></div><br />
'''Work Zone Crash Cushions (for Sec 612.4.3).''' The inspector is to request a copy of the manufacturer’s installation instructions for the particular brand of crash cushion the contractor is using. When inspecting the work zone crash cushion, make sure that the crash cushion is in the location as shown on the temporary traffic control plans and set up in accordance with the manufacturer’s recommendations. If the crash cushion is water-filled, MoDOT requires a mixture content per manufacturer’s recommendations so that the crash cushion will not freeze and create a safety hazard. During periods of extended cold weather, the crash cushion(s) should be checked periodically to make sure it has not frozen. If this condition is found, the contractor will need to correct and/or replace the mixture. In the event the work zone crash cushion is damaged and needs to be replaced, it is considered incidental and replaced at no cost to the Commission.</div>Legged1