# Presentation: 285880

## Revisions to Part 7 –  Traffic Controls for School Areas 

**Revisions to Part 7 – **** Traffic Controls for School Areas**** **

**Notes:**
The following slides discuss the significant proposed revisions in Part 7.

## Deletion of some material from Part 7

**Sections 7A.05 through 7A.10**
**Chapter 7D – Signals**
**Student Patrols in existing Chapter 7E**
**Chapter 7F – Grade Separated Crossings**

**Notes:**
Sections 7A.05 through 7A.10 are being deleted because the subjects of those sections are already covered in other parts of the Manual.  In their place, a paragraph is being added to the SUPPORT statement to Section 7A.04 providing cross references to the appropriate sections. 
Existing Chapter 7D (Signals) is being deleted since it is a small chapter whose only purpose is to provide a cross-reference to Part 4.  These cross-references are being relocated to Section 7A.04.
In existing Chapter 7E (new Chapter 7D), regulatory language about student patrols is being deleted. The FHWA believes that student patrols do not control vehicular traffic and provisions relating to student patrols are not appropriate for the MUTCD.  Adequate and appropriate guidance on student patrols is readily available from other sources, such as the American Automobile Association’s “School Safety Patrol Operations Manual,” which will be referenced in Section 7D.01.
Chapter 7F Grade Separated Crossings is being deleted and the text is being relocated to become Section 7A.05, which will contain only support statements regarding the use of grade-separated crossings for school pedestrian traffic.  These changes are being made because grade-separated crossings are not traffic control devices regulated by the MUTCD.

## FYG color required for allschool warning signs

**Notes:**
The use of fluorescent yellow-green as the background color for all school warning signs and plaques is being made a requirement rather than an option, because the use of fluorescent yellow-green has become the predominant practice in most jurisdictions.  Fluorescent yellow-green provides enhanced conspicuity for these critical signs, especially in dusk and dawn periods, and the uniform use of this background color for all school warning signs and plaques will enhance safety and road user recognition. 
Also, for consistency, the use of fluorescent yellow-green pixels when the “SCHOOL” message is displayed on a changeable message sign for a school speed limit is being made a requirement rather than an option.

## New figure illustrating School sign with                  Fines Higher plaque

**Notes:**
A new figure is being added that illustrates the use of the School sign and the Fines Higher plaque.

## Warning of school zone less than 125 feet away on cross street

**Notes:**
An option is being added that permits the use of a W16-5P or W16-6P supplemental arrow plaque (FYG color) on a School sign in locations where a school area or zone or a school crosswalk that is located on a cross street is less than 125 feet from the edge of a street or highway.  This change provides jurisdictions with flexibility for installing signs where there is not sufficient distance for advance signing on the cross street.

## Schoolchildren symbol may be used on in-street signs at school crossings

**Notes:**
To reflect an Official Interpretation, a new option is being added that when used at a school crossing, the In-Street Pedestrian sign may use the schoolchildren symbol rather than the pedestrian symbol. 

## Overhead pedestrian crossing signs may be used at unsignalized school crossings

**Overhead pedestrian crossing signs may be used at unsignalized school crossings**

**Notes:**
A new option is being added that allows the use of the proposed new Overhead Pedestrian Crossing sign at unsignalized school crossings to enhance the safety of school crossings. 

## New symbol sign to replace the word message S3-1 sign 

**Notes:**
The existing SCHOOL BUS STOP AHEAD word message sign is being replaced with a symbol sign that features a school bus with a depiction of red flashing lights and students getting on or off the bus.  This change is based on positive experiences in West Virginia and in Canada, where a similar symbol sign for this message has been used for 25 to 30 years.  Regarding the criteria for using this sign, the specific distance of 500 feet that a stopped school bus should be visible to road users is being replaced by a reference to the distances given in Table 2C-4. 

## New sign to warn of school bus turnaround locations

**Notes:**
A new SCHOOL BUS TURN AHEAD word message sign is being added.  This sign can be installed in advance of locations where there is a school bus turn around on a roadway at a location not visible to approaching users for a distance as determined by Table 2C-4.

## The end of a school speed zone shall be marked with an                  END SCHOOL ZONE sign

**Notes:**
The existing requirement regarding the use of either a Speed Limit sign or an END SCHOOL ZONE sign at the end of an authorized and posted school speed zone is being changed to a requirement that the end of a designated school zone shall be marked with an END SCHOOL ZONE sign, as it is important and sometimes legally necessary to mark the end points of designated school zones.  The use of only a Speed Limit sign at the end of a school zone could unintentionally result in some drivers speeding up before the actual end of the school zone, because they can see the Speed Limit sign in advance of the end of the school zone, or could result in some drivers continuing to drive at the reduced speed if they fail to interpret the Speed Limit sign as indicating the end of the school zone.  Therefore, the END SCHOOL ZONE sign will be mandatory at the end of the school zone.  However, to retain the option for jurisdictions to post the speed limit for the section of highway that is downstream from the school zone, a new option is being added permitting a standard Speed Limit sign to be mounted on the same post as the END SCHOOL ZONE sign.

## Operating procedures for            adult school crossing guards changed from recommendations to requirements

**Shall not direct traffic in law enforcement sense**
**Shall pick opportune times to create a gap in traffic flow**
**Shall stand in roadway **
**Shall use a STOP paddle**

**Notes:**
In existing Section 7E.05 (new Section 7D.05) Operating Procedures for Adult Crossing Guards, the GUIDANCE statement is being changed to a STANDARD, thereby making all of the paragraphs requirements, rather than recommendations.  Because the safety of school children is paramount, it is important that adult crossing guards follow specific requirements when controlling traffic for the purpose of assisting school children.

## Revisions to Part 9 –  Traffic Controls for Bicycle Facilities 

**Revisions to Part 9 – **** Traffic Controls for Bicycle Facilities**** **

**Notes:**
The following slides discuss the significant proposed revisions in Part 9.

## Bike lane regulatory signs            at start and end of bike lane             changed from requirement              to recommendation

**Notes:**
The provisions for bike lane signs and plaques are being revised to clarify that bike lane signs are recommended, but not required, along bicycle lanes, and to give recommendations on the placement of bike lane signs and plaques when they are used.  These changes provide flexibility for jurisdictions that do not desire to use the bike lane signs, without restricting the ability of jurisdictions that prefer to use the signs to continue to do so.  The definition of a “bicycle lane” is also being changed to indicate that a bicycle lane is to be designated by pavement markings, and that signs may be used to supplement the markings designating a bicycle lane, but they are not required.

## Lateral offset and minimum height requirements for traffic control devices on shared-use paths

**Notes:**
The lateral offset and minimum height requirements for traffic control devices on shared-use paths are being changed to indicate that no portion of a sign or its support shall be placed less than 2 feet laterally from the near edge of the path, or less than 8 feet vertically over the entire width of the shared-use path.  The existing requirement that signs be placed a maximum of 6 feet from the near edge of a path is being deleted.  A recommendation is also being added that the clearance for overhead signs on shared-use paths should be increased to accommodate path users requiring more clearance, such as equestrians or typical maintenance or emergency vehicles. 

## Two new bicycle pushbutton signs that include a bicycle symbol

**Notes:**
Two new bicycle pushbutton signs that include a bicycle symbol are being added to inform bicyclists that they need to press a pushbutton to receive a green indication at a traffic control signal.   This is consistent with similar proposed signs and text in Chapter 2B 

## Revised legend of W5-4a sign

**Notes:**
The legend on the W5-4a sign is being changed from BIKEWAY NARROWS to PATH NARROWS because shared-use paths are the only bikeway type on which the W5-4a sign is used, and the use of this sign on other types of bikeways would be inappropriate or confusing, and should not be encouraged.

## New sign and plaque for combined pedestrian/bicycle crossing

**Notes:**
Consistent with proposed changes in Chapter 2C, new Combined Bicycle/Pedestrian sign and TRAIL X-ING supplemental plaque are being added to provide warning of a shared-use path crossing that is used by both bicyclists and pedestrians. Currently, as noted in the photo to the right, agencies would need to use both a pedestrian crossing sign and a bicycle crossing sign.  This new combined design allows a single sign to warn of the users of a shared use path. 

## New bicycle destination              guide signs

**Notes:**
Several new bicycle guide signs, along with information on their use, are being added to provide flexibility and potentially reduce costs for signing bicycle routes in urban areas where multiple routes intersect or overlap.  Among these signs are a new Alternative Bike Route guide sign and new Bicycle Destination signs.

## New Bike Route sign that provides a place for a pictograph

**Notes:**
A new Bicycle Route (M1-8a) sign is being added that retains the clear, simple, and uniform design of the M1-8 sign, but provides a place near the top of the sign to include a pictograph or words that are associated with the route or with the agency that has jurisdiction over the route.  There has been a significant amount of interest in allowing agencies to develop unique or distinctive route number signs for bicycle routes, in much the same way that States use distinctive M1-5 signs for State highways.  The M1-8 sign is being retained in the MUTCD for use when agencies do not wish to use a distinctive pictograph, symbol, or wording.

## Revised design of theU.S. Bike Route sign

**Notes:**
The design of the U.S. Bike Route Sign is being revised so that a larger bicycle is shown on the top part of the sign with a smaller number below it.  The reason for the change is to present an immediate impression of a “bicycle numbered route” rather than a “highway numbered route which can also be used by bicyclists” and to provide consistency with AASHTO’s recommended design for the sign. 

## Changes in design and sizes of auxiliary signs used with          Bike Route signs

**Notes:**
Significant changes are being made to the designs and sizes of bicycle route auxiliary signs to improve the consistency between Parts 2 and 9.

## Reference location signs for use on shared-use paths

**Notes:**
A new section is being added regarding reference location signs for use on shared-use paths because the linear nature of many shared-use paths naturally lends itself to the application of reference location signs.  The signs are proportionately sized for the lower operating speeds of shared-use paths, using a 6” wide panel with 3” numerals.

## New selective exclusion signs for modes other than bikes and pedestrians

**Notes:**
New text is being added regarding the exclusion of various designated types of traffic from using particular roadways or shared-use path facilities, and new No Skaters (R9-13) and No Equestrians (R9-14) symbol signs are being added, to complement the existing No Pedestrians and No Bicycles symbol signs.

## New mode-specific guide signs for use on shared-use paths

**New mode-specific guide signs for use on shared-use paths**

**Notes:**
A new section is being added regarding four new mode-specific guide signs for use on shared-use paths.  The new section contains information regarding the use of signs to guide different types of users to separate pathways where they are available.  Currently, the Manual provides only signs that prohibit user types, not signs that show which user types are permitted.  As a result, jurisdictions are commonly installing varied, non-standard mode guide signs.  An example of how the new standard signs are used is shown on this slide. 

## New sign to inform motorists that the lane is too narrow for bicyclists and motorists to operate                 side-by-side 

**Notes:**
A new Bicycles May Use Full Lane sign is being added to provide jurisdictions with a consistent sign design, along with application information, for locations where it is important to inform road users that the travel lanes are too narrow for bicyclists and motor vehicles to operate side by side. 

## New shared lane pavement marking symbol

**Notes:**
A new shared lane pavement marking is being added.  This proposed new pavement marking indicates the legal and appropriate bicyclist line of travel, and cues motorists to pass with sufficient clearance.  The purpose of this new marking is to reduce the number and severity of bicycle-vehicular crashes, particularly crashes involving bicycles colliding with suddenly opened doors of parked vehicles. 

## Revisions toBoth Part 8 and Part 10 –  Traffic Controls for Highway-Rail and Highway-LRT               Grade Crossings 

**Revisions to****Both Part 8 and Part 10 – **** Traffic Controls for Highway-Rail and Highway-LRT               Grade Crossings**** **

**Notes:**
The following slides discuss the significant proposed revisions in both Part 8 and Part 10.  In a few cases the changes apply only to Part 8 or only to Part 10, and those cases are identified. 

## STOP or YIELD signs shall be posted at all passive grade crossings

**Notes:**
A new requirement is being added that a YIELD sign or STOP sign shall be installed at all passive highway-rail (and light rail transit) grade crossings, except where train crews always provide flagging of the crossing to road users.  While the Crossbuck sign is in fact a regulatory sign that requires vehicles to yield to trains and stop if necessary, recent research indicates insufficient road user understanding of and compliance with that regulatory requirement when just the Crossbuck sign is present at passive crossings.  The provisions are similar to those of the policy memo that was issued in 2006.

## Red lettering allowed on Crossbuck signs

**Notes:**
A new option is being added that allows the Crossbuck sign to have reflectorized red lettering, rather than the standard black lettering, at non-signalized crossings to emphasize that the Crossbuck assigns the right-of-way to rail traffic at a highway-rail (or light rail transit) grade crossing. 

Also, in Part 10 only, the requirement that Crossbuck signs be used on each highway approach to every highway-light rail transit grade crossing on a semiexclusive alignment is being changed to an option because Crossbuck signs are not typically used at crossings controlled by traffic signals, particularly in downtown areas.  Crossings within highway-highway intersections in urban areas with train speeds of 35 mph or less are typically controlled by traffic signals and Crossbuck signs are not used.

## Supplemental plaques describing the type of control shall be used with advance warning signs

**Supplemental plaques describing the type of control shall be used with advance warning signs**

**Notes:**
A new requirement is being added that a supplemental plaque describing the type of traffic control at the highway-rail (and light rail transit) grade crossing shall be used with grade crossing advance warning signs (W10-1 through W10-4) in order to improve safety.  The use of a NO SIGNAL plaque in advance of a crossing that does not have active traffic control devices and the use of a new Signal Ahead plaque in advance of a crossing that does have active traffic control devices is being required. 

## Substantial revisions to the Emergency Notification sign provisions

**Notes:**
The section describing the use of the Emergency Notification Sign is being substantially rewritten to specify the minimum amount of information to be placed on Emergency Notification signs and the sign placement, and to require that the sign color be a white legend and border on a blue background.  A new option is also being added that allows similar information to be displayed on the enclosure for signal apparatus at crossings that are equipped with active traffic control devices. 

## LOOK signs may be mounted on a separate sign post

**Notes:**
The option regarding the placement of a LOOK sign is being revised to allow the sign to be mounted on a separate sign post (rather than as a supplemental plaque on the same support as the Crossbuck sign) in the immediate vicinity of the grade crossing on the railroad or transit right-of-way.  This change was needed because other changes require other signs to be placed on the Crossbuck assembly and there would be insufficient space for the LOOK sign. 

## Stop lines shall be used on paved roadways at crossings controlled by  active devices

**Notes:**
A new requirement is being added that stop lines shall be used on paved roadways at grade crossings that are equipped with active control devices.  The stop line provides road users with a clear indication of the point behind which they are required to stop when the traffic control devices are activated.  The provisions also indicate that if a YIELD sign is used at a passive crossing (without active traffic control devices) yield lines shall be used instead of stop lines.

## Stripes on gate arms shall be vertical

**Notes:**
The provisions regarding gates are being revised to require that the stripes on gate arms be vertical, rather than 45-degree diagonal.  The diagonal stripes might tend to encourage road users to drive around the gates because diagonal stripes are used on other devices such as barricades and object markers to indicate the direction in which road users are expected to change their path of travel. 

## Back-up power should be provided for signals with          railroad preemption

**Notes:**
A new recommendation is being added (in Part 8 only) that back-up power should be supplied to traffic control signals that have railroad preemption or that are coordinated with flashing-light signal systems at a highway-rail grade crossing (this recommendation does not apply to highway-light rail transit grade crossings).  This recommendation is being added because railroad flashing light signals are typically provided with standby power supply to ensure their operation during power outages and it is important that traffic signals at or near the crossings also be provided with standby power during power outages to help prevent vehicles from queuing on approaches crossing tracks. This is consistent with similar GUIDANCE being added in Part 4. 

## Grade crossings within or in close proximity to roundabouts,              traffic circles, or                         circular intersections

**Engineering study required to evaluate potential queuing**
**If queues impact crossing, provisions shall be made to clear highway traffic from the crossing before train arrivals**

**Notes:**
A new section is being added that clarifies the need for active traffic control devices where highway-rail (or light rail transit) grade crossings are within or in close proximity to roundabouts, traffic circles, or circular intersections.

## Quiet zone treatments

**Reference to Code of Federal Regulations (49 CFR Part 222) -- quiet zones established in conjunction with restrictions on train horns at certain highway-rail grade crossings**
**TCDs used as part of a quiet zone shall comply with MUTCD **

**Notes:**
A new Chapter is being added in both Part 8 and Part 10 titled “Quiet Zone Treatments at Highway-Rail Grade Crossings.”  The purpose of this new Chapter is to add language to support and directly refer to the Final Rule adopted by Federal Railroad Administration regarding quiet zones established in conjunction with restrictions on train horns at certain grade crossings (49 CFR Part 222). 

## New Chapter on               pathway-rail grade crossings 

**Notes:**
A new chapter is being added in both Parts 8 and 10 that provides information regarding traffic control devices used at pathway-rail grade crossings.  Because shared-use paths and other similar facilities often cross railroad tracks, it is important that suitable traffic control devices be used to provide for safe and effective operation of such crossings. 

## Revisions toPart 10 only–  Traffic Controls for Highway-LRT               Grade Crossings 

**Revisions to****Part 10 **_**only**_**– **** Traffic Controls for Highway-LRT               Grade Crossings**** **

**Notes:**
The following slides discuss the significant proposed revisions that are being made only to Part 10 because they only apply to highway-LRT grade crossings.

## Revised symbol on W10-7           Light Rail Transit Approaching activated blank-out sign

**W10-7**

**I-12**

**Notes:**
The symbol shown on the W10-7 Light Rail Transit Approaching activated blank-out sign (Part 10 only) is being revised to use the same light rail vehicle symbol as that used on the I-12 sign so that the symbols will be consistent.

## If Light Rail Transit signals are used, they shall be as shown in Figure 10D-1

**Notes:**
In Part 10 only, a new requirement is being added that if light rail transit signals are used, they shall be the indications and arrangements shown in Figure 10D-1 of the MUTCD. The existing MUTCD indicates that the indications shown in the figure are only examples of indications that could be used, and there is no requirement or recommendation to use these particular indications.  As a result, there is no uniformity in the light rail transit signal indications used around the country. 

## Use of audible devices at LRT crossings used by pedestrians changed from option to requirement

**Notes:**
Because light rail transit vehicles are often nearly silent and blind pedestrians cannot see flashing lights, an existing option is being changed to a requirement that audible devices be provided and operated in conjunction with flashing-light signals or traffic control signals where they are operated at a light rail transit crossing that is used by pedestrians.  Requiring the use of an audible warning device would assure that information about the approach of a light rail transit vehicle is available to persons with visual disabilities.

## LOOK sign and/or pedestrian gates should be considered to provide sufficient notice of approaching LRT vehicle

**Notes:**
In Part 10 only, a new recommendation is being added that if an engineering study shows that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of an approaching LRT vehicle, the use of a LOOK sign and/or pedestrian gates should also be considered.

## End of Presentation 

**End of Presentation**** **