User:Hoskir/Revision Request 4271 - Revision history

Hoskir at 13:01, 24 September 2026

2026-09-24T13:01:20Z

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			<hr style="border:none; height:2px; background-color:red;" />'''902.1.8 All'''<hr style="border:none; height:2px; background-color:red;" />
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			=={{SpanID\|902.1.8}}902.1.8 Use of Signs at Signalized Locations (MUTCD Section 4A.08)==
			'''Support.''' Traffic signal signs are sometimes used at highway traffic signal locations to instruct or guide pedestrians, bicyclists, or motorists. Among the signs typically used at or on the approaches to signalized locations are movement prohibition signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.24\|EPG 903.2.24]]), lane-control signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25\|EPG 903.2.25]] through [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.27\|EPG 903.2.27]]), pedestrian crossing signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.46\|EPG 903.2.46]]), pedestrian and bicycle actuation signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.47\|EPG 903.2.47]]), traffic signal signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48\|EPG 903.2.48]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.36\|EPG 903.3.36]]), No Turn on Red signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.49\|EPG 903.2.49]]), Signal Ahead warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29\|EPG 903.3.29]]), Street Name signs (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.40\|EPG 903.4.40]]), and Advance Street Name signs (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.41\|EPG 903.4.41]]).

			'''Guidance.''' Regulatory, warning, and guide signs should be used at highway traffic signal locations as provided in Part 2 and as specifically provided elsewhere in EPG 902.

			'''Support.''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25\|EPG 903.2.25]] contains information regarding the use of overhead lane-control signs on signalized approaches where lane drops, multiple-lane turns involving combined through-and-turn lanes, or other lane-use regulations that would be unexpected by unfamiliar road users are present.

			'''Standard.''' If used, illuminated traffic signal signs shall be designed and mounted in such a manner as to avoid glare and reflections that seriously detract from the signal indications. Highway traffic signal faces shall be given dominant position and brightness to maximize their priority in the overall display.

			The minimum vertical clearance and horizontal offset of the total assembly of traffic signal signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48\|EPG 903.2.48]]) shall comply with the provisions of EPG [[902.4_Design_Features_of_Traffic_Control_Signals_(MUTCD_Chapter_4D)#902.4.9_Mounting_Height_of_Signal_Faces_(MUTCD_Section_4D.09)\|902.4.9]] and [[902.4_Design_Features_of_Traffic_Control_Signals_(MUTCD_Chapter_4D)#902.4.10_Lateral_Offset_(Clearance)_of_Signal_Faces_(MUTCD_Section_4D.10)]].

			STOP signs shall not be used in conjunction with any highway traffic signal operation, except in the following cases:
			:A. If the signal indication for an approach is a flashing red at all times, or
			:B. If a minor street or driveway is located within or adjacent to an area controlled by a traffic control signal, and an engineering study determines it does not require separate traffic signal control because an extremely low potential for conflict exists, or
			:C. If a crosswalk located within or immediately adjacent to a minor driveway or street is signalized in accordance with the second option paragraph of EPG [[902.4_Design_Features_of_Traffic_Control_Signals_(MUTCD_Chapter_4D)#902.4.1_General_(MUTCD_Section_4D.01)\|902.4.1]].



	<hr style="border:none; height:2px; background-color:red;" />'''902.3.5 All'''<hr style="border:none; height:2px; background-color:red;" />		<hr style="border:none; height:2px; background-color:red;" />'''902.3.5 All'''<hr style="border:none; height:2px; background-color:red;" />
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Hoskir: /* {{SpanID|902.3.5}}902.3.5 Warrant 4, Pedestrian Volume (MUTCD Section 4C.05) */

2026-09-23T20:26:06Z

{{SpanID|902.3.5}}902.3.5 Warrant 4, Pedestrian Volume (MUTCD Section 4C.05)

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	A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.		A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.

	The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.1]] and [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.2]]) may be used as an alternative warrant for Midblock Pedestrian Signals.		The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.1]] and [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.2\|902.10.1.2]]) may be used as an alternative warrant for Midblock Pedestrian Signals.

	{{SpanID\|fig902.3.5.1}}		{{SpanID\|fig902.3.5.1}}

Hoskir: /* {{SpanID|902.3.5}}902.3.5 Warrant 4, Pedestrian Volume (MUTCD Section 4C.05) */

2026-09-23T20:25:07Z

{{SpanID|902.3.5}}902.3.5 Warrant 4, Pedestrian Volume (MUTCD Section 4C.05)

← Older revision		Revision as of 15:25, 23 September 2026
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	A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.		A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.

	The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures [902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.1]] and [902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.2]]) may be used as an alternative warrant for Midblock Pedestrian Signals.		The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.1]] and [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.2]]) may be used as an alternative warrant for Midblock Pedestrian Signals.

	{{SpanID\|fig902.3.5.1}}		{{SpanID\|fig902.3.5.1}}
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	<hr style="border:none; height:2px; background-color:red;" />'''902.1.4 All'''<hr style="border:none; height:2px; background-color:red;" />		<hr style="border:none; height:2px; background-color:red;" />'''902.1.4 All'''<hr style="border:none; height:2px; background-color:red;" />
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	=={{SpanID\|902.4.1}}902.4.1 General (MUTCD Section 4D.01)==		=={{SpanID\|902.4.1}}902.4.1 General (MUTCD Section 4D.01)==

Hoskir at 20:24, 23 September 2026

2026-09-23T20:24:24Z

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	A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.		A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.

	The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures 902.10.1.1 and 902.10.1.2) may be used as an alternative warrant for Midblock Pedestrian Signals.		The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures [902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.1]] and [902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#fig902.10.1.1\|902.10.1.2]]) may be used as an alternative warrant for Midblock Pedestrian Signals.

	{{SpanID\|fig902.3.5.1}}		{{SpanID\|fig902.3.5.1}}

Hoskir at 20:22, 23 September 2026

2026-09-23T20:22:16Z

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			<hr style="border:none; height:2px; background-color:red;" />'''902.3.5 All'''<hr style="border:none; height:2px; background-color:red;" />
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			=={{SpanID\|902.3.5}}902.3.5 Warrant 4, Pedestrian Volume (MUTCD Section 4C.05)==
			'''Support.''' The Pedestrian Volume signal warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street.

			'''Guidance.''' The need for a traffic control signal at an intersection or a midblock pedestrian signal (MPS) (see [[902.4_Design_Features_of_Traffic_Control_Signals_(MUTCD_Chapter_4D)#902.4.1_General_(MUTCD_Section_4D.01)\|EPG 902.4.1]] for additional information) at a midblock crossing should be considered if an engineering study finds that one of the following criteria is met:
			:A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) all fall above the curve in [[#fig902.3.5.1\|Figure 902.3.5.1]]; or
			:B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) falls above the curve in [[#fig902.3.5.2\|Figure 902.3.5.2]].

			'''Option.''' If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 35 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, [[#fig902.3.5.3\|Figure 902.3.5.3]] may be used in place of [[#fig902.3.5.1\|Figure 902.3.5.1]] to evaluate Item A of the first guidance paragraph of this Article, and [[#fig902.3.5.4\|Figure 902.3.5.4]] may be used in place of [[#fig902.3.5.2\|Figure 902.3.5.2]] to evaluate Item B of the first guidance paragraph of this Article.

			Where there is a divided street having a median of sufficient width for pedestrians to wait, the criteria in Items A and B of the first guidance paragraph of this Article may be applied separately to each direction of vehicular traffic.

			'''Guidance.''' The Pedestrian Volume signal warrant should not be applied at locations where the distance to the nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less than 1,000 feet, unless the proposed traffic control signal or MPS will not restrict the progressive movement of traffic.

			'''Standard.''' If this warrant is met and a traffic control signal or MPS is justified by an engineering study, the traffic control signal or MPS shall be equipped with pedestrian signal heads complying with the provisions set forth in [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9\|EPG 902.9]]

			'''Guidance.''' If this warrant is met and a traffic control signal or MPS is justified by an engineering study, then:
			:A. If it is installed at an intersection or major driveway location, the traffic control signal should also control the minor-street or driveway traffic, should be traffic-actuated, and should include pedestrian detection.
			:B. If it is installed at a non-intersection crossing, the midblock pedestrian signal should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs, and should be pedestrian-actuated. If a midblock pedestrian signal is installed at a non-intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings.
			:C. Furthermore, if it is installed within a signal system, the traffic control signal or MPS should be coordinated.

			'''Option.''' The criterion for the pedestrian volume crossing the major street may be reduced as much as 50 percent if the 15th-percentile crossing speed of pedestrians is less than 3.5 feet per second (see [[#fig902.3.5.1\|Figure 902.3.5.1]] through [[#fig902.3.5.4\| 902.3.5.4]]).

			A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street.

			The criteria for Pedestrian Hybrid Beacons (see [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)#902.10.1\|EPG 902.10.1]] and Figures 902.10.1.1 and 902.10.1.2) may be used as an alternative warrant for Midblock Pedestrian Signals.

			{{SpanID\|fig902.3.5.1}}
			[[File:Figure 902.3.5.1 Warrant 4, Pedestrian Four-Hour Volume.png\|thumbnail\|center\|frame\|alt=A line graph displays two curves. One curve represents numerical values between the approximate VPH on a “major street – total of both approaches” on the “x” axis and the corresponding “total of all pedestrians crossing major street – pedestrians per hour (PPH)” on the “y” axis. The second represents numerical values of the “15th percentile crossing speed is less than 3.5 feet per speed” between these two variables.\|1000px\|'''Figure 902.3.5.1''' Warrant 4, Pedestrian Four-Hour Volume]]

			{{SpanID\|fig902.3.5.2}}
			[[File:Figure 902.3.5.2 Warrant 4, Pedestrian Peak Hour.png\|thumbnail\|center\|frame\|alt=A line graph displays two curves. One curve represents numerical values between the approximate VPH on a “major street – total of both approaches” on the “x” axis and the corresponding “total of all pedestrians crossing major street – pedestrians per hour (PPH)” on the “y” axis. The second represents numerical values of the “15th percentile crossing speed is less than 3.5 feet per speed” between these two variables.\|1000px\|'''Figure 902.3.5.2''' Warrant 4, Pedestrian Peak Hour]]

			{{SpanID\|fig902.3.5.3}}
			[[File:Figure 902.3.5.3 Warrant 4, Pedestrian Four-Hour Volume (70% Factor).png\|thumbnail\|center\|frame\|alt=A line graph displays two curves. One curve represents numerical values between the approximate VPH on a “major street – total of both approaches” on the “x” axis and the corresponding “total of all pedestrians crossing major street – pedestrians per hour (PPH)” on the “y” axis. The second represents numerical values of the “15th percentile crossing speed is less than 3.5 feet per speed” between these two variables. The numerical values depict conditions where the intersection lies within a “community less than 10,000 population” or posted speed limit or 85th-percentile speed “above 35 MPH on major street” is exceeded. \|1000px\|'''Figure 902.3.5.3''' Warrant 4, Pedestrian Four-Hour Volume (70% Factor)]]

			{{SpanID\|fig902.3.5.4}}
			[[File:Figure 902.3.5.4 Warrant 4, Pedestrian Peak Hour (70% Factor).png\|thumbnail\|center\|frame\|alt=A line graph displays two curves. One curve represents numerical values between the approximate VPH on a “major street – total of both approaches” on the “x” axis and the corresponding “total of all pedestrians crossing major street – pedestrians per hour (PPH)” on the “y” axis. The second represents numerical values of the “15th percentile crossing speed is less than 3.5 feet per speed” between these two variables. The numerical values depict conditions where the intersection lies within a “community less than 10,000 population” or posted speed limit or 85th-percentile speed “above 35 MPH on major street” is exceeded. \|1000px\|'''Figure 902.3.5.4''' Warrant 4, Pedestrian Peak Hour (70% Factor)]]


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			=={{SpanID\|902.4.1}}902.4.1 General (MUTCD Section 4D.01)==
			'''Support.''' The features of traffic control signals of interest to road users are the location, design, and meaning of the signal indications. Uniformity in the design features that affect the traffic to be controlled, as set forth in this Manual, is especially important for the safety and efficiency of operations.

			Traffic control signals can be operated in pretimed, semi-actuated, or full-actuated modes. For isolated (non-interconnected) signalized locations on rural high-speed highways, full-actuated mode with advance vehicle detection on the high-speed approaches is typically used. These features are designed to reduce the frequency with which the onset of the yellow change interval is displayed when high-speed approaching vehicles are in the “dilemma zone” such that the drivers of these high-speed vehicles find it difficult to decide whether to stop or proceed.

			[[902.23 Traffic Signal Phasing and Operation#902.23.1_Traffic_Signal_Operation\|EPG 902.23.1]] contains information regarding traffic control signal operation.

			'''Standard.''' The design and operation of traffic control signals shall take into consideration the needs of all modes of traffic including access and safety.

			When a traffic control signal is not in operation, such as before it is placed in service, during seasonal shutdowns, or when it is not desirable to operate the traffic control signal, the signal faces shall be covered, turned, or taken down to clearly indicate that the traffic control signal is not in operation.

			'''Guidance.''' If a cover is placed over a traffic control signal face that is not in operation and that has a yellow retroreflective strip along the perimeter of its signal backplate (see the fifth option paragraph of [[902.4_Design_Features_of_Traffic_Control_Signals_(MUTCD_Chapter_4D)#902.4.6_Visibility,_Aiming,_and_Shielding_of_Signal_Faces_(MUTCD_Section_4D.06)\|EPG 902.4.6]]), the entire signal face, including the backplate, should be covered. If a traffic control signal face that is not in operation and that has a yellow retroreflective strip along the perimeter of its signal backplate is turned, the turned signal face should be oriented such that the yellow backplate border will not reflect light back to road users on any of the approaches to the intersection.

			'''Standard.''' A traffic control signal shall control traffic only at the intersection or midblock location where the signal faces are placed.

			'''Support.''' A midblock pedestrian signal (MPS) is a special type of traffic control signal installed at a midblock location to control traffic and assist pedestrians in crossing a street or highway at a marked crosswalk.

			'''Option.''' A midblock pedestrian signal may be considered for installation to facilitate pedestrian crossings at a midblock location that meets traffic signal warrants under [[902.3_Traffic_Control_Signal_Needs_Studies_(MUTCD_Chapter_4C)#902.3.5_Warrant_4,_Pedestrian_Volume_(MUTCD_Section_4C.05)\|EPG 902.3.5]].

			'''Standard.''' A midblock pedestrian signal shall only be installed at a marked crosswalk. If a MPS is considered for a location that does not meet the criterion listed in this article, an engineering study shall be submitted to and approved by the Central Office Highway Safety and Traffic Division prior to installation.

			'''Guidance.''' Midblock crosswalks should not be signalized if they are located within 1,000 feet from the nearest traffic control signal, unless supported by an engineering study or engineering judgment that indicates safe and efficient operation of the closely-spaced traffic control signals can be achieved.

			Midblock crosswalks should not be signalized if they are located within 100 feet from side streets or driveways that are controlled by STOP signs or YIELD signs, unless supported by an engineering study or engineering judgment that considers restricting turning movements from the side street or driveway to eliminate conflicts with pedestrian and bicyclist movements.

			Engineering judgment should be used to determine the proper phasing and timing for a traffic control signal. Since traffic flows and patterns change, phasing and timing should be reevaluated regularly and updated if needed.

			Traffic control signals within ½ mile of one another along a major route or in a network of intersecting major routes should be coordinated, preferably with interconnected controller units. Where traffic control signals that are within ½ mile of one another along a major route have a jurisdictional boundary or a boundary between different signal systems between them, coordination across the boundary should be considered.

			'''Support.''' Signal coordination need not be maintained between control sections that operate on different cycle lengths.

			[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19\|EPG 902.6.19]] and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.9\|EPG 913.4.9]] contain information about coordination of traffic control signals with grade crossing signals.

			A pedestrian and/or bicycle actuated signal within or immediately adjacent to an intersection that displays traffic control signal indications to the main street only, leaving the cross street unsignalized and controlled only by STOP signs, is typically known as a half signal. Half signals are not approved for use due to the unexpected conflict between the basic meaning of a green signal indication on the major street and vehicles from the stop-controlled approach crossing or turning across their paths.

			'''Standard.''' Except as provided in the option paragraph below of this Section, half signals shall not be used.

			'''Option.''' A half signal or midblock pedestrian signal may be located within or immediately adjacent to a minor driveway or street based on an engineering study and authorization from the Central Office Highway Safety and Traffic Division, but only if the side street or driveway traffic is prohibited and/or physically channelized to prevent side street traffic from crossing the major street and from turning left onto the major street.


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Hoskir at 19:26, 23 September 2026

2026-09-23T19:26:40Z

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Hoskir at 18:35, 23 September 2026

2026-09-23T18:35:23Z

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Hoskir at 17:55, 23 September 2026

2026-09-23T17:55:29Z

← Older revision		Revision as of 12:55, 23 September 2026
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	<!-- [[Category:900 TRAFFIC CONTROL]] -->		<!-- [[Category:900 TRAFFIC CONTROL]] -->
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Hoskir: Created page with "
{|align="right" style="margin-left: 15px; max-width: 690px;" | TOC |}
NOTOC '''Support. '''The information in EPG 911 is directly from the National MUTCD with minimal modifications. See EPG 900.1 for a description of how MUTCD content is incorporated into the EPG. Contact the Hig..."

2026-09-23T17:53:02Z

Created page with " <div class="toclimit-2" style="position: static"> {|align="right" style="margin-left: 15px; max-width: 690px;" | __TOC__ |} </div> __NOTOC__ '''Support. '''The information in EPG 911 is directly from the National MUTCD with minimal modifications. See EPG 900.1 for a description of how MUTCD content is incorporated into the EPG. Contact the Hig..."

Show changes