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REVISION REQUEST 4036

106.3.2.93.1 Means of Evaluating Aggregate Alkali Carbonate Reactivity

1. Chemical Analysis

The chemical analysis of aggregate reactivity is an objective, quantifiable and repeatable test. MoDOT will perform the chemical analysis per the process identified in ASTM C 25 for determining the aggregate composition. The analysis determines the calcium oxide (CaO), magnesium oxide (MgO), and aluminum oxide (Al₂O₃) content of the aggregate. The chemical compositions are then plotted on a chart with the CaO/MgO ratio on the y-axis and Al₂O₃ percentage on the x-axis per Fig. 2 in AASHTO R 80. Aggregates are considered potentially reactive if the Al₂O₃ content is greater than or equal to 1.0% and the CaO/MgO ratio is either greater than or equal to 3.0 or less than or equal to 10.0 (see chart below). See flow charts in 106.3.2.93.2 for approval hierarchy. CaO, MgO and Al2O3 shall be analyzed by instrumental analysis only.

* MoDOT’s upper and lower limits of potentially reactive (shaded area) aggregates.

2. Petrographic Examination

A petrographic examination is another means of determining alkali carbonate reactivity. The sample aggregate for petrographic analysis will be obtained at the same time as the source sample. MoDOT personnel shall be present at the time of sample. The petrographic sample shall be placed in an approved tamper-evident container (provided by the quarry) for shipment to petrographer. Per ASTM C 295, a petrographic examination is to be performed by a petrographer with at least 5 years of experience in petrographic examinations of concrete aggregate including, but not limited to, identification of minerals in aggregate, classification of rock types, and categorizing physical and chemical properties of rocks and minerals. The petrographer will have completed college level course work in mineralogy, petrography, or optical mineralogy. MoDOT does not accept on-the-job training by a non-degreed petrographer as qualified to perform petrographical examinations. MoDOT may request petrographer’s qualifications in addition to the petrographic report. The procedures in C 295 shall be used to perform the petrographic examination. The petrographic examination report to MoDOT shall include at a minimum:

• Quarry name and ledge name; all ledges if used in combination
• MoDOT District quarry resides
• Date sample was obtained; date petrographic analysis was completed
• Name of petrographer and company/organization affiliated
• Lithographic descriptions with photographs of the sample(s) examined
• Microphotographs of aggregate indicating carbonate particles and/or other reactive materials
• Results of the examination
• All conclusions related to the examination

See flow charts in EPG 106.3.2.93.2 for the approval hierarchy. See EPG 106.3.2.93.3 for petrographic examination submittals. No direct payment will be made by the Commission for shipping the petrographic analysis sample to petrographer, or for the petrographic analysis performed by the petrographer.

3. Concrete Prism/Beam Test

ASTM C 1105 is yet another means for determining the potential expansion of alkali carbonate reactivity in concrete aggregate. MoDOT will perform this test per C 1105 at its Central Laboratory. Concrete specimen expansion will be measured at 3, 6, 9, and 12 months. The test specimens will be considered alkali carbonate reactive (expansive) if the specimens expand greater than 0.015% at 3 months, 0.025% at 6 months, or 0.030% at 12 months. See flow chart in EPG 106.3.2.93.2 for the approval hierarchy.

REVISION REQUEST 4060

902.5.43 Power Outages at Signalized Intersections

Guidance. Each District should plan for signalized intersection power outages by developing procedures for signalized intersections that include information about the installation, use, and recovery of Temporary Stop Signs (TSS) and, if used, the installation of battery backup systems. These subarticles provide information for these items.

902.5.43.1 Temporary Stop Signs at Signalized Intersections

Support. Temporary Stop Signs (TSS) refer to stop signs that meet the MUTCD stop sign design requirements for regulatory signs and are temporarily installed at signalized intersections where the traffic signals cannot function due to damage and/or power outage. These temporary placements include but are not limited to roll-up stop signs, temporary mounts on the signal vertical upright, or stop signs mounted on other crash worthy devices.

Standard. Utilities or other non-MoDOT parties doing planned permitted work that will cause a power outage leading to a non-functioning signalized intersection(s) shall be responsible for providing the necessary TSS or generator(s) to power the signalized intersection(s) until power at the non-functioning signalized intersection(s) has been restored.

902.5.43.1.1 Conditions For Use

Option. TSS may be erected at locations where a signalized intersection is non-functioning. A non-functioning signalized intersection is defined as an intersection that is equipped with a traffic signal that is damaged and/or without power which cannot display proper indications to control traffic. When a signalized intersection is non-functioning, then TSS may be installed when one of the following conditions is met:

• When the traffic signal is both damaged and without power, or
• When the traffic signal is without power and restoration of power using an alternate power source is not possible.

Guidance. After verifying that the signal is non-functioning, Districts should contact the appropriate utility company to notify them of the power outage, if applicable, and to determine if power will be restored in a reasonable amount of time (at the District’s discretion). If used, the TSS should be deployed as soon as practical depending on location of the signalized intersection and the stored TSS. Districts should also request police assistance for traffic control if they are not already present at the site or aware of the power outage. Outside of normal business hours, it might be necessary for the electrician or maintenance personnel to directly contact the highway patrol or local police and the power company.

Standard. When TSS are utilized at a signalized intersection that is non-functioning, the District shall decide whether the power shall be disconnected or whether the signal should be switched to flash to avoid conflicts when power is restored. If switched to flash, the flash shall be red-red since TSS will be installed on all approaches, if used, at a signalized intersection without power (dark signals are to be treated like a 4-way stop according to the Missouri Driver’s Guide). The TSS shall not be displayed at the same time as any signal indication is displayed other than a flashing red.

A request shall be made of the nearest maintenance building, emergency responder, or external emergency responder (whomever stores the TSS) to bring stop signs to the intersection. Personnel or emergency responders instructed in signal operation shall disconnect the power or switch the signal to flash operation (external emergency responders will do this in the signal cabinet police door) before placing the TSS. Without this change in operation, the traffic signal could return to steady (stop-and-go) mode within seconds after the signal is repaired or power is restored, which would cause conflicts between the signal and the TSS (conflicting green or yellow indications with a stop sign for the same approach). The signal shall be visible to traffic on all approaches and all these approaches will flash upon restoration of power (see EPG 902.5.43.2 for more information regarding Startup from Dark).

If used, TSS signs shall remain at the intersection until power at the non-functioning signalized intersection has been restored (see EPG 902.5.43.1.4 Recovery).

Guidance. When law enforcement is present at a non-functioning signalized intersection to direct traffic, then the TSS that have been placed should be covered or removed to avoid conflicts (the law enforcements authority supersedes the TSS).

Option. If it has been determined that the power outage will last for an extended amount of time (at the District’s discretion) the signal heads may be covered to reduce the confusion of approaching motorists.

Guidance. If signal heads are covered, the appropriate enforcement agency should be advised and asked to occasionally monitor the intersection. Also, the power company should be advised and asked to notify proper personnel when the power is restored.

902.5.43.1.2 Location and Placement

Standard. The signalized intersection locations for installation of TSS shall meet the conditions of use in EPG 902.5.43.1.1 and shall be at the discretion of the District.

Option Each District may develop a list of signalized intersections to establish a priority for TSS installation.

Guidance. The installation of TSS should be prioritized as follows (as applicable to each district) or, if a list is developed, should begin at the identified intersections:

1. Signals with railroad preemption
2. Signals with a speed limit greater than 50 mph
3. Signals with a high accident rate
4. Intersections difficult to flag or require multiple flaggers (non-routine roadway configurations/geometry, SPUIs, multi-lane approaches, etc.)
5. Signals with high volumes (freeway type off-ramps, major roadways, etc.)
6. Signals with frequent power outages
7. Signals located at schools.

If battery backup systems are installed (see EPG 902.5.43.3 Battery Backup Systems at Signalized Intersections) at signalized intersections, Districts should re-evaluate their list of prioritized intersections, if developed, for the installation of TSS.

Standard. When used, TSS shall be placed in a location where they are visible to all lanes on all roadways. On two-way roadways, stop signs shall be erected on the right-hand side of all approaches. On divided highways, stop signs shall be erected on both the right and, if possible, on the left-hand side or at location for best visibility of all approaches.

Guidance. If the power outage is widespread, additional personnel should be requested to help with the placement of the signs.

902.5.43.1.3 Storage and Distribution

Guidance. Each District should store enough TSS to be deployed at high priority signalized intersections.

Standard. TSS shall be distributed by the District to the District’s maintenance personnel or emergency responders or external emergency responders on an as-needed basis. It shall be the responsibility of the District to develop a means of distribution.

902.5.43.1.4 Recovery

Standard. TSS shall remain at the intersection until power at the non-functioning signalized intersection has been restored. Power will remain disconnected or the signal will flash until TSS are removed. Immediately following TSS removal, personnel or emergency responders instructed in signal operation shall restore signal operation in accordance with the procedures set forth in EPG 902.5.43.2 Steady (stop-and-go) Mode for transition to steady (stop-and-go) mode.

The recovery of the TSS shall be accomplished by using the District’s maintenance personnel or emergency responders or external emergency responders by either of the following:

• Complete removal from each intersection.
• Stockpiling outside of the intersection to avoid conflicts with the signalized intersection (stockpiled signs shall not be faced towards the traveling public and stored not to damage sheeting) and stored in a location to not become a roadside hazard.

Option. Detailed recovery procedures for each intersection with TSS may be developed by each District at their discretion.

902.5.43.2 Start up from Dark at Signalized Intersections

Standard. When a signalized intersection has been damaged and/or is without power the District shall have either disconnected the power or switched the signal to flash to avoid conflicts when power is restored. If switched to flash, the flash shall be red-red since TSS will be installed on all approaches, if used, at a signalized intersection without power (dark signals are to be treated like a 4-way stop according to the Missouri Drive’s Guide). If TSS are in place, the power shall remain disconnected or the signal shall operate in flash mode until TSS are removed and personnel or emergency responders instructed in signal operation restore signal operation.

Steady (stop-and-go) Mode

Standard. When power is reconnected or when the signal is switched from flash to steady (stop-and-go) mode, the controllers shall be programmed for startup from flash. The signal shall flash red-red for 7 seconds and then change to steady red clearance for 6 seconds followed by beginning of major-street green interval or if there is no common major-street green interval, at the beginning of the green interval for the major traffic movement on the major street.

902.5.43.3 Battery Backup Systems at Signalized Intersections

902.5.43.3.1 Installation/Placement

Option. Battery Backup Systems (BBS) may be installed at signalized intersections at the District’s discretion. Each District may develop a list of signalized intersections to establish a priority for the installation of BBS.

Guidance. The installation of BBS should be prioritized as follows (as applicable to each District) or, if a list is developed, should begin at the identified intersections:

1. Signals with railroad preemption
2. Signals with a speed limit greater than 50 mph
3. Signals with a high accident rate
4. Intersections difficult to flag or require multiple flaggers (non-routine roadway configurations/geometry, SPUIs, multi-lane approaches, etc.)
5. Signals with high volumes (freeway type off-ramps, major roadways, etc.)
6. Signals with frequent power outages
7. Signals located at schools.

If developed, each District’s prioritized installation list for BBS should be based on their traffic conditions and needs. The prioritized TSS installation list, if developed, will need to be reevaluated as BBS are installed.

902.5.43.3.2 Duration

Standard. BBS shall be capable of operating at a minimum of 2 hours in steady (stop-and-go) mode and a minimum of 2 hours in flash operation.

Guidance. Any signalized intersection with BBS should have a generator socket for extended operation.

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REVISION REQUEST 4088

902.6.6 Pedestrian Intervals and Signal Phases (MUTCD Section 4E.06)

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.

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.

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.

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.

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.

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 2 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.

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.

Support. Fig. 902.6.6 illustrates the pedestrian intervals and their possible relationships with associated vehicular signal phase intervals.

Fig. 902.6.6 Pedestrian Intervals

		LEGEND
* The countdown display is optional for Pedestrian Change intervals of 7 seconds or less.  ** The Walk Interval may be reduced under some conditions (see EPG 902.6.6). *** The Buffer Interval, which shall always be provided and displayed, may be used to help satisfy the calculated pedestrian clearance time, or may begin after the calculated pedestrian clearance time has ended (see EPG 902.6.6)		G =	Green Interval
		Y =	Yellow Change Interval (of at least 3 seconds)
		R =	Red Clearance Interval
		Red =	Red because conflicting traffic has been released

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.

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.

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.

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.

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

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.

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.

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.

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:

Phase-Associated Pedestrian Operation

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.

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.

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.

Under rare circumstances, an exclusive movement might be needed for the pedestrian indications.

Other options should be considered prior to the installation of an exclusive pedestrian movement.

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.

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 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.

Guidance. Where median-mounted pedestrian signals and detectors are provided, the use of accessible pedestrian signals (see EPG 902.6.9) should be considered.

Option. During the transition into preemption, the walk interval and the pedestrian change interval may be shortened or omitted as described in EPG 902.5.38 Preemption and Priority Control of Traffic Control Signals.

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.

Guidance. If a leading pedestrian interval is used, the use of accessible pedestrian signals (see EPG 902.6.9) should be considered.

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.

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.

If a leading pedestrian interval is used, consideration should be given to prohibiting turns across the crosswalk during the leading pedestrian interval.

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.

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TA's

616.8.2.1 Typical Applications

Click Here to review Draft Typical Applications for MoDOT Employees

Please review the Draft TA's before December 22, 2025

If you have questions or comments about a draft TA, please email WZTAQuestions@modot.mo.gov

[+/-] Emergency Traffic Control

Emergency Traffic Control Description	ETC Number	Effective Date
*Imminent Danger of a Human* on Roadway or Shoulder	ETC-1	7/12/2024
*Unsafe Condition* on Roadway or Shoulder	ETC-2	7/12/2024

[+/-] Work Beyond the Shoulder

[+/-] Mobile

Typical Application Description	TA Number	Figure Number	Effective Date
Mobile Operation Work Beyond the Shoulder	TA-1M	616.8.1M	9-15-23

[+/-] Short Duration

Typical Application Description	TA Number	Figure Number	Effective Date
Short Duration Work Beyond the Shoulder	TA-1SD	616.8.1SD	9-15-23

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Work Beyond the Shoulder	TA-1S	616.8.1S	9-15-23

[+/-] Work on the Shoulder

[+/-] Mobile

Typical Application Description	TA Number	Figure Number	Effective Date
Mobile Operation on a Shoulder	TA-4M	616.8.4M	1-1-26

[+/-] Short Duration

Typical Application Description	TA Number	Figure Number	Effective Date
Short Duration Work on a Shoulder	TA-4SD	616.8.4SD	1-1-26

[+/-] Shoulder Closure

Typical Application Description	TA Number	Figure Number	Effective Date
Long-Term Shoulder Closure	TA-5A	616.8.5A	1-1-26
Long-Term Shoulder Closure with Temporary Traffic Barrier	TA-5B	616.8.5B	1-1-26
Shoulder Work with Minor Encroachment	TA-6A	616.8.6A	1-1-26
Shoulder Work with Minor Encroachment with Temporary Traffic Barrier	TA-6B	616.8.6B	1-1-26

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Shoulder Work	TA-3S	616.8.3S	1-1-26

[+/-] Work Within the Traveled Way of a Two-Lane Highway

[+/-] Mobile

Typical Application Description	TA Number	Figure Number	Effective Date
Mobile Operation on a Two-Lane Highway	TA-17M	616.8.17M	1-1-26
Striping Operations on a Two-Lane Highway	TA-17STRIPE	616.8.17STRIPE	1-1-26

[+/-] Road Closure

Typical Application Description	TA Number	Figure Number	Effective Date
Road Closure	TA-8A	616.8.8A	1-1-26
Road Closure with Barrier	TA-8B	616.8.8B	1-1-26
Water over Road Closure	TA-8W	616.8.8W	1-1-26
Road Closed Beyond Junction Detour	TA-9	616.8.9	1-1-26

[+/-] Short Duration

Typical Application Description	TA Number	Figure Number	Effective Date
Short Duration Lane Closure on a Two-Lane Highway using Flaggers	TA-10SD	616.8.10SD	1-1-26
Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT	TA-10SD400AADT	616.6.8.616.8.10SD400AADT	1-1-26
Short Duration Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Devices (AFAD)	TA-10SDAFAD	616.8.10SDAFAD	1-1-26
Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers	TA-10SDTMA	616.8.10SDTMA	1-1-26
Short Duration Lane Closure with a Two-Way Left Turn Lane	TA-30SDTWLTL	616.6.8.30SDTWLTL	9-15-23

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Lane Closure on a Two-Lane Highway using Flaggers	TA-10S	616.8.10S	1-1-26
Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs)	TA-10SAFAD	616.8.10SAFAD	1-1-26
Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs)	TA-10SPSFD	616.8.10SPSFD	1-1-26
Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger	TA-10STMA1	616.8.10STMA1	1-1-26
Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers	TA-10STMA2	616.8.10STMA2	1-1-26
Lane Closure on Two-Lane Highways Using Traffic Control Signals	TA-12	616.8.12	1-1-26
Stationary Lane Closure with a Two-Way Left Turn Lane	TA-30STWLTL	616.8.30STWLTL	9-15-23

[+/-] Support Figures

Support Figure Description	Effective Date
Begin/End of Project Signing	1-1-26
Excavations with Steel Plate or Backfill on Undivided Highways	1-1-26
Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway	1-1-26
Intermediate Lane Closure	1-1-26
Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios	1-1-26
Lane Closure on a Two-Lane Highway near Intersections	1-1-26
Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge	1-1-26
Pilot Car Method	1-1-26
Side Roads Entering Work Zones	1-1-26
Stationary Lane Closure on Alternating Passing Lanes	1-1-26
Temporary Pavement Marking and Signing	1-1-26
TMA Flagger Design	1-1-26
Lane Closure on Alternating Passing Lanes	9-15-23
Begin/End of Project Signing	9-15-23

[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks

[+/-] Short Duration

Typical Application Description	TA Number	Figure Number	Effective Date
Short Duration Center Lane Closure at an Intersection	TA-21SD	616.8.21SD	9-15-23
Short Duration Right Lane Closure at an Intersection	TA-22SD	616.8.22SD	9-15-23
Short Duration Left Lane Closure at an Intersection	TA-23SD	616.8.23SD	9-15-23

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Center Lane Closure at an Intersection	TA-21S	616.8.21S	9-15-23
Stationary Right Lane Closure at an Intersection	TA-22S	616.8.22S	9-15-23
Stationary Left Lane Closure at an Intersection	TA-23S	616.8.23S	9-15-23

[+/-] Work Within the Traveled Way of a Multi-Lane Highway

[+/-] Mobile

Typical Application Description	TA Number	Figure Number	Effective Date
Mobile Operation on a Multi-Lane Highway	TA-35M	616.8.35M	2-1-24
Pavement Marking Operation on a Multi-Lane Highway	TA-35STRIPE	616.8.35STRIPE	2-1-24

[+/-] Short Duration

Typical Application Description	TA Number	Figure Number	Effective Date
Short Duration Lane Closure with a Two-Way Left Turn Lane	TA-30SDTWLTL	616.6.8.30SDTWLTL	9-15-23
Short Duration Lane Closure on a Multi-Lane Highway	TA-33SD	616.8.33SD	2-1-24
Short Duration Work on Exit Ramps	TA-43SD	616.8.43SD	9-15-23

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Lane Closure with a Two-Way Left Turn Lane	TA-30STWLTL	616.8.30STWLTL	9-15-23
Stationary Lane Closure on a Multi-Lane Highway	TA-33S	616.8.33S	9-15-23
Lane Closure with Temporary Traffic Barrier	TA-34B	616.8.34B	9-15-23
Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway	TA-37S	616.8.37S	9-15-23
Stationary Closure of Interior Lane on a Multi-Lane Highway	TA-38S	616.8.38S	9-15-23
Stationary Work in the Vicinity of an Exit Ramp	TA-42S	616.8.42S	9-15-23
Ramp By-Pass	TA-43B	616.8.43B	9-15-23
Stationary Work on Ramps	TA-43S	616.8.43S	9-15-23
Entrance Ramp Closure	TA-44A	616.8.44A	9-15-23
Stationary Work in the Vicinity of an Entrance Ramp	TA-44S	616.8.44S	9-15-23

[+/-] Support Figures

Support Figure Description	Effective Date
Lane Closure on Alternating Passing Lanes	9-15-23
Lane Restriction on Divided Highways Width Clearance at Bridge	9-15-23
Begin/End of Project Signing	9-15-23

[+/-] Work at Railroad Crossing

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Stationary Work in the Vicinity of a Railroad Grade Crossing	TA-46S	616.8.46S	9-15-23

[+/-] Excavations with Steel Plates

[+/-] Stationary

Typical Application Description	TA Number	Figure Number	Effective Date
Excavations with Steel Plate or Backfill on Undivided Highways	TA-47A	616.8.47A	9-15-23
Excavations with Steel Plate or Backfill on Divided Highways	TA-47B	616.8.47B	9-15-23