User:Hoskir/Revision Request 4274 - Revision history

Hoskir: /* 915.1 Safe Transportation for Every Pedestrian (STEP) */

2026-09-29T12:55:11Z

915.1 Safe Transportation for Every Pedestrian (STEP)

Hoskir: /* 915.1.1Additional STEP Countermeasure Information */

2026-09-29T12:41:10Z

915.1.1Additional STEP Countermeasure Information

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	High-visibility crosswalks use patterns, as denoted in [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.3_Design_of_Crosswalk_Markings_(MUTCD_Section_3C.03)\|Figure 620.3.3 in EPG 620.3.3]], that are visible to both the driver and pedestrian from farther away compared to traditional transverse line crosswalks. They should be installed at all midblock pedestrian crossings and uncontrolled intersections. Crossing at intersection should be on each leg of the intersection when feasible. Materials to make these crosswalk markings highly reflective should be used. Additional information about crosswalk marking can be found in [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.5_High-Visibility_Crosswalks_(Section_3C.05)\|EPG 620.3.5]] and [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.6_Longitudinal_Bar_Crosswalks_(Section_3C.06)\|EPG 620.3.6]]. There is also additional guidance in [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.18_Stop_and_Yield_Lines_(MUTCD_Section_3B.19)\|EPG 620.2.18]] about the distance of yield and stop bars from crosswalks. In addition to the high-visibility crosswalk pavement marking there are three main enhancements that can be utilized to help make crosswalks and the VRUs more visible to drivers. These enhancements include lighting, signing, and supplemental pavement markings.		High-visibility crosswalks use patterns, as denoted in [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.3_Design_of_Crosswalk_Markings_(MUTCD_Section_3C.03)\|Figure 620.3.3 in EPG 620.3.3]], that are visible to both the driver and pedestrian from farther away compared to traditional transverse line crosswalks. They should be installed at all midblock pedestrian crossings and uncontrolled intersections. Crossing at intersection should be on each leg of the intersection when feasible. Materials to make these crosswalk markings highly reflective should be used. Additional information about crosswalk marking can be found in [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.5_High-Visibility_Crosswalks_(Section_3C.05)\|EPG 620.3.5]] and [[620.3_Crosswalk_Markings_(MUTCD_Chapter_3C)#620.3.6_Longitudinal_Bar_Crosswalks_(Section_3C.06)\|EPG 620.3.6]]. There is also additional guidance in [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.18_Stop_and_Yield_Lines_(MUTCD_Section_3B.19)\|EPG 620.2.18]] about the distance of yield and stop bars from crosswalks. In addition to the high-visibility crosswalk pavement marking there are three main enhancements that can be utilized to help make crosswalks and the VRUs more visible to drivers. These enhancements include lighting, signing, and supplemental pavement markings.

	An appropriate level of lighting should be considered at all established pedestrian crossings. To avoid silhouette lighting and better light the front of the VRU consideration should be given to placing the fixtures 10 to 15 feet in advance of the crosswalk on both sides of the roadway and on both approaches. An evaluation of where to place the luminaires, lighting levels, intensity, and illuminance should be completed to ensure appropriate lighting is achieved. The other enhancements for signing and pavement marking options for placing a YIELD Here for Pedestrians sign or including a YIELD bar can be found in [[ \|EPG 915.1.1.8]].		An appropriate level of lighting should be considered at all established pedestrian crossings. To avoid silhouette lighting and better light the front of the VRU consideration should be given to placing the fixtures 10 to 15 feet in advance of the crosswalk on both sides of the roadway and on both approaches. An evaluation of where to place the luminaires, lighting levels, intensity, and illuminance should be completed to ensure appropriate lighting is achieved. The other enhancements for signing and pavement marking options for placing a YIELD Here for Pedestrians sign or including a YIELD bar can be found in [[#915.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line\|EPG 915.1.1.8]].

	===915.1.1.2 Raised Crosswalks===		===915.1.1.2 Raised Crosswalks===

Hoskir: /* 915.1 Safe Transportation for Every Pedestrian (STEP) */

2026-09-29T12:40:23Z

915.1 Safe Transportation for Every Pedestrian (STEP)

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	<-- [[Category:915 Vulnerable Roadway Users (VRUs)]] -->		<!-- [[Category:915 Vulnerable Roadway Users (VRUs)]] -->

Hoskir: /* 915 Vulnerable Roadway Users (VRUs) */

2026-09-29T12:40:11Z

915 Vulnerable Roadway Users (VRUs)

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	<-- [[Category:900 TRAFFIC CONTROL]] -->		<!-- [[Category:900 TRAFFIC CONTROL]] -->




	=915.1 Safe Transportation for Every Pedestrian (STEP)=		=915.1 Safe Transportation for Every Pedestrian (STEP)=

Hoskir at 12:39, 29 September 2026

2026-09-29T12:39:59Z

Show changes

Hoskir: /* 9XX.1.1.10 In-Street Pedestrian Crossing Sign */

2026-09-28T20:27:47Z

9XX.1.1.10 In-Street Pedestrian Crossing Sign

← Older revision		Revision as of 15:27, 28 September 2026
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	===9XX.1.1.10 In-Street Pedestrian Crossing Sign===		===9XX.1.1.10 In-Street Pedestrian Crossing Sign===
	The in-street pedestrian crossing signs can be found in [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.19_In-Street_Pedestrian_and_Trail_Crossing_Signs_(R1-6_Series)_(MUTCD_Section_2B.20)\|EPG 903.2.19]] and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the [http://www.pedbikesafe.org/pedsafe/countermeasures_detail.cfm?CM_NUM=69 FHWA PEDSAFE document] and more generally as part of the information for the [https://highways.dot.gov/sites/fhwa.dot.gov/files/Crosswalk ~~Visibility Enhancements_508_1~~.pdf Crosswalk Visibility Enhancements] FHWA proven safety countermeasure.		The in-street pedestrian crossing signs can be found in [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.19_In-Street_Pedestrian_and_Trail_Crossing_Signs_(R1-6_Series)_(MUTCD_Section_2B.20)\|EPG 903.2.19]] and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the [http://www.pedbikesafe.org/pedsafe/countermeasures_detail.cfm?CM_NUM=69 FHWA PEDSAFE document] and more generally as part of the information for the [https://highways.dot.gov/sites/fhwa.dot.gov/files/Crosswalk%20Visibility%20Enhancements_508_1.pdf Crosswalk Visibility Enhancements] FHWA proven safety countermeasure.

Hoskir: /* 9XX.1.1.10 In-Street Pedestrian Crossing Sign */

2026-09-28T20:26:36Z

9XX.1.1.10 In-Street Pedestrian Crossing Sign

← Older revision		Revision as of 15:26, 28 September 2026
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	===9XX.1.1.10 In-Street Pedestrian Crossing Sign===		===9XX.1.1.10 In-Street Pedestrian Crossing Sign===
	The in-street pedestrian crossing signs can be found in EPG 903.2.19 and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the FHWA PEDSAFE document and more generally as part of the information for the Crosswalk Visibility Enhancements FHWA proven safety countermeasure.		The in-street pedestrian crossing signs can be found in [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.19_In-Street_Pedestrian_and_Trail_Crossing_Signs_(R1-6_Series)_(MUTCD_Section_2B.20)\|EPG 903.2.19]] and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the [http://www.pedbikesafe.org/pedsafe/countermeasures_detail.cfm?CM_NUM=69 FHWA PEDSAFE document] and more generally as part of the information for the [https://highways.dot.gov/sites/fhwa.dot.gov/files/Crosswalk Visibility Enhancements_508_1.pdf Crosswalk Visibility Enhancements] FHWA proven safety countermeasure.

Hoskir at 19:45, 28 September 2026

2026-09-28T19:45:56Z

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	===9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line===		===9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line===
	The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in Figure ~~XX[KMH4~~.1]. These are to be used in addition to the standard signing at relevant crossing locations.		The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in [[#fig_9xx.1.1.8\|Figure 9xx.1.1.8]]. These are to be used in addition to the standard signing at relevant crossing locations.
	Additional information about the signs and yield lines can be found in EPG ~~sections~~ 903.2.18, and 620.2.18.		Additional information about the signs and yield lines can be found in EPG [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.18_Yield_Here_To_Pedestrians_Signs_(R1-5_Series)_(MUTCD_Section_2B.19)\|903.2.18]], and [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.18_Stop_and_Yield_Lines_(MUTCD_Section_3B.19)\|620.2.18]].
			{{SpanID\|fig_9xx.1.1.8}} [[File:fig_9xx.1.1.8.png\|700px\|center\|thumb\|<center>'''Figure 9xx.1.1.8'''</center>]]
	[[File:fig_9xx.1.1.8.png\|700px\|center\|thumb\|<center>'''Figure 9xx.1.1.8'''</center>]]

	9XX.1.1.9 Curb Extension		===9XX.1.1.9 Curb Extension===
	A curb extension is a traffic calming measure that extends the sidewalk at an intersection or midblock crossing. The extension physically and visually narrows the street, reduces the pedestrian crossing distance, helps encourage slower turning movements, and helps to improve both pedestrian and driver visibility. Curb extensions are generally recommended where full-time parking lanes are present or where there is excess travel lane width. The speed limit should not exceed 45mph, and they should not be implemented without a crossing. Additionally, maintenance and the frequency of large vehicles should be considered before installation. When considering implementation at an intersection an AutoTURN analysis should be completed.		A curb extension is a traffic calming measure that extends the sidewalk at an intersection or midblock crossing. The extension physically and visually narrows the street, reduces the pedestrian crossing distance, helps encourage slower turning movements, and helps to improve both pedestrian and driver visibility. Curb extensions are generally recommended where full-time parking lanes are present or where there is excess travel lane width. The speed limit should not exceed 45mph, and they should not be implemented without a crossing. Additionally, maintenance and the frequency of large vehicles should be considered before installation. When considering implementation at an intersection an AutoTURN analysis should be completed.
			{{SpanID\|fig_9xx.1.1.9}} [[File:fig_9xx.1.1.9.png\|700px\|center\|thumb\|<center>'''Figure 9xx.1.1.9'''</center>]]
	9XX.1.1.10 In-Street Pedestrian Crossing Sign
			===9XX.1.1.10 In-Street Pedestrian Crossing Sign===
	The in-street pedestrian crossing signs can be found in EPG 903.2.19 and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the FHWA PEDSAFE document and more generally as part of the information for the Crosswalk Visibility Enhancements FHWA proven safety countermeasure.		The in-street pedestrian crossing signs can be found in EPG 903.2.19 and are the R1-6 series of signs. The EPG contains the requirements and restrictions for when installations are allowed and how to install these signs. These are typically installed as part of a set of countermeasures to make a crosswalk more visible. Additional information about these signs can be found in the FHWA PEDSAFE document and more generally as part of the information for the Crosswalk Visibility Enhancements FHWA proven safety countermeasure.

Hoskir: /* 9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line */

2026-09-28T19:13:30Z

9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line

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	The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in Figure XX[KMH4.1]. These are to be used in addition to the standard signing at relevant crossing locations.		The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in Figure XX[KMH4.1]. These are to be used in addition to the standard signing at relevant crossing locations.
	Additional information about the signs and yield lines can be found in EPG sections 903.2.18, and 620.2.18.		Additional information about the signs and yield lines can be found in EPG sections 903.2.18, and 620.2.18.

			[[File:fig_9xx.1.1.8.png\|700px\|center\|thumb\|<center>'''Figure 9xx.1.1.8'''</center>]]

	9XX.1.1.9 Curb Extension		9XX.1.1.9 Curb Extension

Hoskir: /* 9XX.1.1.6 Pedestrian Hybrid Beacon (PHB) */

2026-09-28T18:47:12Z

9XX.1.1.6 Pedestrian Hybrid Beacon (PHB)

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	Unlike the signal warrants, the volume thresholds for PHB in [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)\|EPG 902.10]] are guidelines. The safety of all users should be considered when determining the traffic control type for a pedestrian crossing. Failure to meet the volume guidelines listed in EPG 902.10 should not, by itself, be considered sufficient justification for disqualifying a location from consideration for a PHB.		Unlike the signal warrants, the volume thresholds for PHB in [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)\|EPG 902.10]] are guidelines. The safety of all users should be considered when determining the traffic control type for a pedestrian crossing. Failure to meet the volume guidelines listed in EPG 902.10 should not, by itself, be considered sufficient justification for disqualifying a location from consideration for a PHB.

	PHBs should be considered at midblock crossings on routes with higher speeds, higher volumes and more lanes. Specifically, they are recommended at crossings when the speed limit is 40mph or higher and the volume is above 9,000 AADT. Additionally, independent of the speed and volume, if the roadway is four or more lanes the PHB is the preferred countermeasure. This criterion does not exclude them from use at locations with lower speed, AADT, or number of lanes as determined by engineering judgement. This is reflected in ~~Figure XX~~[~~KMH3~~.1]. Using solar power for PBH is not allowed and shall instead use a power supply.		PHBs should be considered at midblock crossings on routes with higher speeds, higher volumes and more lanes. Specifically, they are recommended at crossings when the speed limit is 40mph or higher and the volume is above 9,000 AADT. Additionally, independent of the speed and volume, if the roadway is four or more lanes the PHB is the preferred countermeasure. This criterion does not exclude them from use at locations with lower speed, AADT, or number of lanes as determined by engineering judgement. This is reflected in [[#9xx.1_table1\|Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature]]. Using solar power for PBH is not allowed and shall instead use a power supply.
	As an alternative to a PHB, a midblock pedestrian signal (MPS) can also be considered.
	Additional information can be found at:		As an alternative to a PHB, a midblock pedestrian signal (MPS) can also be considered.
	STEP Tech Sheets
	Pedestrian Hybrid Beacons \| FHWA		Additional information can be found at:
	9XX.1.1.7 Leading Pedestrian Interval (LPI)		* [https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-06/fhwasa18064.pdf STEP Tech Sheets]
	An LPI is a signal timing function which displays a brief advanced WALK indication for the crosswalk before the traffic signal indication turns green. This is typically a three to seven second interval but can be longer if needed. This advanced crossing time establishes the pedestrians’ presence in the crosswalk ahead of turning traffic, increasing their visibility and encouraging drivers to yield right-of-way to pedestrians. LPI is not required at all signalized intersections; this section provides guidance to analyze where LPI is useful and how it should be applied and is not a substitute for or replacement of engineering judgment.		* [https://highways.dot.gov/safety/proven-safety-countermeasures/pedestrian-hybrid-beacons Pedestrian Hybrid Beacons \| FHWA]

			===9XX.1.1.7 Leading Pedestrian Interval (LPI)===
			An LPI is a signal timing function which displays a brief advanced WALK indication for the crosswalk before the traffic signal indication turns green. This is typically a three to seven second interval but can be longer if needed. This advanced crossing time establishes the pedestrians’ presence in the crosswalk ahead of turning traffic, increasing their visibility and encouraging drivers to yield right-of-way to pedestrians. LPI is not required at all signalized intersections; this section provides guidance to analyze where LPI is useful and how it should be applied and is not a substitute for or replacement of engineering judgment.

	LPI can be installed across systems of signalized intersections to improve pedestrian safety. Where to incorporate LPI can be prioritized to maximize limited resources after considering several primary factors:		LPI can be installed across systems of signalized intersections to improve pedestrian safety. Where to incorporate LPI can be prioritized to maximize limited resources after considering several primary factors:
	• Collision history: a review of a minimum three years and up to five years of collision data for intersections with multiple crashes or a history of severe injury and fatal crashes should be a priority. Collision history is a measure of the safety of an intersection, and repeated interactions between pedestrians and vehicles can warrant an LPI. Crash history can also help in identifying locations prone to pedestrian-vehicle crashes.		* Collision history: a review of a minimum three years and up to five years of collision data for intersections with multiple crashes or a history of severe injury and fatal crashes should be a priority. Collision history is a measure of the safety of an intersection, and repeated interactions between pedestrians and vehicles can warrant an LPI. Crash history can also help in identifying locations prone to pedestrian-vehicle crashes.
	• Pedestrian crossing volumes: pedestrian volumes exceeding traditional pedestrian signal warrants can be a factor when considering LPI. The estimated exposure (product of pedestrian and turning traffic volumes) is another factor for consideration. The exposure allows the volume criteria to be satisfied in a variety of conditions, intersections with moderate turning traffic and high pedestrian volumes, as well as locations with excessively high turning traffic and moderate pedestrian volumes. Also, time of day exposures can be evaluated separately.		* Pedestrian crossing volumes: pedestrian volumes exceeding traditional pedestrian signal warrants can be a factor when considering LPI. The estimated exposure (product of pedestrian and turning traffic volumes) is another factor for consideration. The exposure allows the volume criteria to be satisfied in a variety of conditions, intersections with moderate turning traffic and high pedestrian volumes, as well as locations with excessively high turning traffic and moderate pedestrian volumes. Also, time of day exposures can be evaluated separately.
	• Vulnerable populations: locations where there are groups of pedestrians that may enter the crosswalk more slowly than other pedestrians.		* Vulnerable populations: locations where there are groups of pedestrians that may enter the crosswalk more slowly than other pedestrians.
	• One-Way streets or at T-intersections: at intersections where left-turning vehicles are not typically expected to yield to oncoming vehicles, LPI may be useful to increase yielding to pedestrians in the crosswalk.		* One-Way streets or at T-intersections: at intersections where left-turning vehicles are not typically expected to yield to oncoming vehicles, LPI may be useful to increase yielding to pedestrians in the crosswalk.
	• Intersection visibility: LPI may be prioritized where the visibility of a crosswalk is limited or restricted. Limited sightlines may exist between turning traffic and pedestrians starting their crossing on the corner due to street furniture, other obstructions, or geometry.		* Intersection visibility: LPI may be prioritized where the visibility of a crosswalk is limited or restricted. Limited sightlines may exist between turning traffic and pedestrians starting their crossing on the corner due to street furniture, other obstructions, or geometry.

	Additional information can be found at:		Additional information can be found at:
	Leading Pedestrian Interval (LPI) Safe Transportation for Every Pedestrian Countermeasure Tech Sheet		* [https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-06/fhwasa19040.pdf Leading Pedestrian Interval (LPI) Safe Transportation for Every Pedestrian Countermeasure Tech Sheet]
	Leading Pedestrian Interval \| FHWA		* [https://highways.dot.gov/safety/proven-safety-countermeasures/leading-pedestrian-interval Leading Pedestrian Interval \| FHWA]
	902.9 Pedestrian Control Features (MUTCD Chapter 4I) - Engineering Policy Guide		* [[902.9_Pedestrian_Control_Features_(MUTCD_Chapter_4I)#902.9.6_Pedestrian_Intervals_and_Signal_Phases_(MUTCD_Section_4I.06)\|902.9 Pedestrian Control Features (MUTCD Chapter 4I) - Engineering Policy Guide]]
	902.23 Traffic Signal Phasing and Operation - Engineering Policy Guide		* [[902.23_Traffic_Signal_Phasing_and_Operation#902.23.7.3_Pedestrian_Signal_Timing\|902.23 Traffic Signal Phasing and Operation - Engineering Policy Guide]]
	9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line
			===9XX.1.1.8 Advanced Yield Here to Pedestrian Sign and Yield Line===
	The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in Figure XX[KMH4.1]. These are to be used in addition to the standard signing at relevant crossing locations.		The Yield Here to Pedestrian Sign is part of the R1-5 series of signs. These signs, along with the yield bars, indicate where drivers should yield to pedestrians. These are used in advance of a crosswalk to improve pedestrian visibility at uncontrolled crossings. These are typically installed as part of signs and countermeasures to make the crossing more visible. Recommendations about installation distances and offsets can be found in Figure XX[KMH4.1]. These are to be used in addition to the standard signing at relevant crossing locations.
	Additional information about the signs and yield lines can be found in EPG sections 903.2.18, and 620.2.18.		Additional information about the signs and yield lines can be found in EPG sections 903.2.18, and 620.2.18.

← Older revision		Revision as of 07:55, 29 September 2026
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	Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature below is from the STEP program and has been adapted for use in Missouri. The table provides information about various pedestrian countermeasures and when they can be considered to be installed. It is important to note that this table does not require these countermeasures to be installed but should be used as guidance for when the countermeasures should be considered. The table summarizes countermeasures which have been found to be effective at improving pedestrian safety based on research and experience within Missouri. While the STEP guidance table is very informative it does not address all pedestrian countermeasures. Additionally, there will need to be site specific context and other MoDOT policy to consider as well.		Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature below is from the STEP program and has been adapted for use in Missouri. The table provides information about various pedestrian countermeasures and when they can be considered to be installed. It is important to note that this table does not require these countermeasures to be installed but should be used as guidance for when the countermeasures should be considered. The table summarizes countermeasures which have been found to be effective at improving pedestrian safety based on research and experience within Missouri. While the STEP guidance table is very informative it does not address all pedestrian countermeasures. Additionally, there will need to be site specific context and other MoDOT policy to consider as well.
	{{SpanID\|~~915~~.~~1_table1~~}}		{{SpanID\|fig_915.1}}
	{\| class="wikitable" style="margin:auto"		{\| class="wikitable" style="margin:auto"
	\|+ '''Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature'''		\|+ '''Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature'''
	\|-		\|-
	\| [[File:~~App_of_Ped_Crash_CM~~.png\|right\|600px]]		\| [[File:fig_915.1.png\|right\|600px]]
	\|}		\|}

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	===915.1.1.4 Rectangular Rapid Flashing Bacon (RRFB)===		===915.1.1.4 Rectangular Rapid Flashing Bacon (RRFB)===
	Rectangular Rapid-Flashing Beacons (RRFBs) are pedestrian-actuated conspicuity enhancements used in combination with a pedestrian, school, or trail crossing warning sign to improve safety at uncontrolled, marked crosswalks. The device includes two rectangular shaped yellow indications, each with an LED-array-based light source, that flash with high frequency when activated. The RRFBs can be posted both above and below the standard pedestrian warning sign and on either side of the crosswalk. The RRFB is a treatment option at many types of established pedestrian crossings. Compliance rates vary per city location, posted speed limit, crossing distance, and whether the road is one- or two-way. MoDOT’s recommendation is that RRFBs be installed only if the speed limit is 35mph or lower and the volume is less than 12,000 AADT. Additionally, independent of the volume, if the roadway is four or more lanes, then the use of RRFBs should be limited. These specifics are reflected in [[#~~915~~.~~1_table1~~\|Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature]].		Rectangular Rapid-Flashing Beacons (RRFBs) are pedestrian-actuated conspicuity enhancements used in combination with a pedestrian, school, or trail crossing warning sign to improve safety at uncontrolled, marked crosswalks. The device includes two rectangular shaped yellow indications, each with an LED-array-based light source, that flash with high frequency when activated. The RRFBs can be posted both above and below the standard pedestrian warning sign and on either side of the crosswalk. The RRFB is a treatment option at many types of established pedestrian crossings. Compliance rates vary per city location, posted speed limit, crossing distance, and whether the road is one- or two-way. MoDOT’s recommendation is that RRFBs be installed only if the speed limit is 35mph or lower and the volume is less than 12,000 AADT. Additionally, independent of the volume, if the roadway is four or more lanes, then the use of RRFBs should be limited. These specifics are reflected in [[#fig_915.1\|Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature]].

	Additional information about installation specifics for RRFB can be found in [[902.12_Rectangular_Rapid_Flashing_Beacons_(MUTCD_Chapter_4L)\|EPG 902.12]]. Other information about RRFBs can also be found in the [https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-08/techSheet_RRFB_2018.pdf STEP tech sheet for RRFBs] and in the [https://highways.dot.gov/safety/proven-safety-countermeasures/rectangular-rapid-flashing-beacons-rrfb FHWA Proven Safety Countermeasures].		Additional information about installation specifics for RRFB can be found in [[902.12_Rectangular_Rapid_Flashing_Beacons_(MUTCD_Chapter_4L)\|EPG 902.12]]. Other information about RRFBs can also be found in the [https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-08/techSheet_RRFB_2018.pdf STEP tech sheet for RRFBs] and in the [https://highways.dot.gov/safety/proven-safety-countermeasures/rectangular-rapid-flashing-beacons-rrfb FHWA Proven Safety Countermeasures].
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	A conventional road space reallocation typically consists of reconfiguring a four-lane undivided roadway into a two-lane roadway with a two-way-left-turn-lane (TWLTL).		A conventional road space reallocation typically consists of reconfiguring a four-lane undivided roadway into a two-lane roadway with a two-way-left-turn-lane (TWLTL).
	[[File:~~Before_After_Road_Space_Reallocation_Example~~.png\|center\|600px\|frame\|<center>'''Before and After Road Space Reallocation Example.'''<br>Source: FHWA</center>]]		[[File:fig_915.1.1.5.png\|center\|600px\|frame\|<center>'''Before and After Road Space Reallocation Example.'''<br>Source: FHWA</center>]]

	The reduction of through lanes results in a reduction of total crashes and lower speeds on the mainline. The reduction of crashes is attributed with moving turning traffic off the through lanes therefore reducing rear end incidents as well as reducing the number of crossing lanes which reduces right angle crashes. The reduction of though lanes and introduction of a center lane has also proven to benefit pedestrian and other vulnerable roadway user safety by reducing the exposure to through traffic.		The reduction of through lanes results in a reduction of total crashes and lower speeds on the mainline. The reduction of crashes is attributed with moving turning traffic off the through lanes therefore reducing rear end incidents as well as reducing the number of crossing lanes which reduces right angle crashes. The reduction of though lanes and introduction of a center lane has also proven to benefit pedestrian and other vulnerable roadway user safety by reducing the exposure to through traffic.
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	Unlike the signal warrants, the volume thresholds for PHB in [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)\|EPG 902.10]] are guidelines. The safety of all users should be considered when determining the traffic control type for a pedestrian crossing. Failure to meet the volume guidelines listed in EPG 902.10 should not, by itself, be considered sufficient justification for disqualifying a location from consideration for a PHB.		Unlike the signal warrants, the volume thresholds for PHB in [[902.10_Pedestrian_Hybrid_Beacons_(MUTCD_Chapter_4J)\|EPG 902.10]] are guidelines. The safety of all users should be considered when determining the traffic control type for a pedestrian crossing. Failure to meet the volume guidelines listed in EPG 902.10 should not, by itself, be considered sufficient justification for disqualifying a location from consideration for a PHB.

	PHBs should be considered at midblock crossings on routes with higher speeds, higher volumes and more lanes. Specifically, they are recommended at crossings when the speed limit is 40mph or higher and the volume is above 9,000 AADT. Additionally, independent of the speed and volume, if the roadway is four or more lanes the PHB is the preferred countermeasure. This criterion does not exclude them from use at locations with lower speed, AADT, or number of lanes as determined by engineering judgement. This is reflected in [[#~~915~~.~~1_table1~~\|Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature]]. Using solar power for PBH is not allowed and shall instead use a power supply.		PHBs should be considered at midblock crossings on routes with higher speeds, higher volumes and more lanes. Specifically, they are recommended at crossings when the speed limit is 40mph or higher and the volume is above 9,000 AADT. Additionally, independent of the speed and volume, if the roadway is four or more lanes the PHB is the preferred countermeasure. This criterion does not exclude them from use at locations with lower speed, AADT, or number of lanes as determined by engineering judgement. This is reflected in [[#fig_915.1\|Table 1: Application of Pedestrian Crash Countermeasures by Roadway Feature]]. Using solar power for PBH is not allowed and shall instead use a power supply.

	As an alternative to a PHB, a midblock pedestrian signal (MPS) can also be considered.		As an alternative to a PHB, a midblock pedestrian signal (MPS) can also be considered.