# Presentation: 921006

## PART 4: TRAFFIC SIGNALS

- Millennium Edition**Summary of Changes**

## What’s New

- Reorganized for clarity
- Reformatted--Standards, Guidance, Options, Support
- Few changes to existing criteria
- New technology items added

**Notes:**
To answer the big question on everyone’s mind - the question that kept you awake last night is, “What’s new in Part 4?”

Well, we
  reorganized it for clarity
  reformatted it into categories of Standards, Guidance, Options and Support
  made a few changes to existing criteria, and
  added new sections to address new technology in the area of highway traffic signals.

## Highway Traffic Signals

- Discussed in Part 4:
- traffic control signals
- pedestrian signals
- emergency-vehicle traffic control signals
- traffic control signals for one-lane, two-way facilities
- traffic control signals for freeway entrance ramps
- traffic control signals for movable bridges
- lane-use control signals
- flashing beacons
- in-roadway lights

**Notes:**
This slide shows all the types of highway traffic signals that are covered in Part 4.  As you can see, Part 4 covers a lot more than just the traffic control signal.

## Chapter 4A – General

- Section 4A-3 contained 4 definitions

- Section 4A.02 contains  71 definitions

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
Getting down to specifics, in the

1988 MUTCD:  Section 4A-3 contained 4 definitions: Signal face, Signal Head, Signal Lens, and Signal Indication

But in the
Final Rule:  we included 71 definitions in Section 4A.02.  These are definitions that are specific to Part 4.  Additional signal-related definitions that are also used in other parts are contained in Part 1 so it’s important that you also consult Part 1when you’re looking for a definition.

## 4B.02 Basis of Installation or Removal of Traffic Control Signals

*Section 4A-2 Title:* Basis of Installation

*Section 4B.02 Title:* Basis of Installation or Removal of Traffic Control Signals

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
There are two related changes in Section 4B.02, in the
1988 MUTCD: the title of the section was, “Basis of Installation”,  but in the 
Final Rule: the title was changed to, “Basis of Installation or Removal of Traffic Control Signals”
Reason: This change was made to reflect that the section now addresses both the installation and removal of traffic control signals.
-----------------------------------------------------------------------------------------
1988 MUTCD:  Not in the MUTCD
Final Rule: Option: “If the engineering study indicates that the traffic control signal is no longer justified, removal may be completed using the following steps: a. Determine the appropriate traffic control to be used after removal of the signal. b. Remove any sight-distance restrictions as necessary. c. Inform the public of the removal study, for example by installing an information sign (or signs) with the legend TRAFFIC SIGNAL UNDER STUDY FOR REMOVAL at the signalized location in a position where it is visible to all road users. d. Flash or cover the signal heads for a minimum of  90 days, and install the appropriate stop control or other traffic control devices.    e. Remove the signal if the engineering data collected during the removal study period confirms that the signal is no longer needed.  Instead of total removal of the traffic control signal, the poles and cables may remain in place for 1 year after removal of the signal heads for continued analysis.”  

## 4B.02 Basis of Installation or Removal of Traffic Control Signals

- Not in the MUTCD

- Section also provides Guidance on signal removal and steps that may be considered in removing a traffic control signal.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
There are two related changes in Section 4B.02, in the
1988 MUTCD: the title of the section was, “Basis of Installation”,  but in the 
Final Rule: the title was changed to, “Basis of Installation or Removal of Traffic Control Signals”
Reason: This change was made to reflect that the section now addresses both the installation and removal of traffic control signals.
-----------------------------------------------------------------------------------------
1988 MUTCD:  Not in the MUTCD
Final Rule: Option: “If the engineering study indicates that the traffic control signal is no longer justified, removal may be completed using the following steps: a. Determine the appropriate traffic control to be used after removal of the signal. b. Remove any sight-distance restrictions as necessary. c. Inform the public of the removal study, for example by installing an information sign (or signs) with the legend TRAFFIC SIGNAL UNDER STUDY FOR REMOVAL at the signalized location in a position where it is visible to all road users. d. Flash or cover the signal heads for a minimum of  90 days, and install the appropriate stop control or other traffic control devices.    e. Remove the signal if the engineering data collected during the removal study period confirms that the signal is no longer needed.  Instead of total removal of the traffic control signal, the poles and cables may remain in place for 1 year after removal of the signal heads for continued analysis.”  

## 4B.04 Alternatives to Traffic Control Signals

- Not in the MUTCD

- This section was added to give Guidance and Options on alternatives to installing a traffic control signal, even when warrant criteria has been satisfied.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD

A new section, “Alternatives to Traffic Control Signals” was added to the
Final Rule: to provide Guidance that consideration be given to providing alternatives to traffic control signals even if one or more of the signal warrants has been satisfied.  Under the category of Option, a list of alternatives is provided:

“A. Installing signs along the major street to ward road users approaching the intersection.
B. Relocating the stop line(s) and making other changes to improve sight distance at the intersection.
C. Installing measures designed to reduce speeds on the approaches.
D.  Installing a flashing beacon at the intersection to supplement STOP sign control.
E. Installing flashing beacons on warning signs in advance of a STOP sign controlled intersection on major- and/or minor-street approaches.
F. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per lane on the approach.”

## Chapter 4C. Traffic Control Signal Needs Studies

- 11 Warrants
- Warrants 1, 2, & 8
- Warrant 10 - Peak Hour Delay,  Warrant 11 - Peak Hour Volume

- Consolidated into 8 Warrants
- Combined into Warrant 1 - Eight-hour Vehicular Volume
- Warrant 3 - Peak Hour

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  
Warrant 1 - Minimum vehicular volume.
Warrant 2 - Interruption of continuous traffic.
Warrant 8 - Combination of warrants.

Warrant 10 - Peak Hour Delay
Warrant 11 - Peak Hour Volume

Final Rule:
Warrant 1 - Eight-Hour Vehicular Volume	

Warrant 3 - Peak Hour	

Reason:  The FHWA had received a number of complaints concerning the number and complexity of the signal warrants.  These modifications should address these concerns.

## Chapter 4C. Traffic Control Signal Needs Studies (Cont’d)

- Where speeds > 40mph or population < 10,000 only 70% of Warrants 1 & 2 had to be met. Combination Warrant 8 met when 80% of Warrants 1 & 2 were satisfied.

- Eliminated the “56% rule” (80% of the 70%)

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Where speeds > 40mph or population < 10,000 only 70% of Warrants 1 & 2 had to be met.  Combination Warrant 8 was met when 80% of Warrants 1 & 2 were satisfied. 
Final Rule:  The Warrant 8, allowing for 80% of the minimum vehicular volume and interruption of continuous traffic values, has been incorporated into Warrant 1, see Table 4C-1.  This incorporation thereby eliminates the possibility of the “56% rule” because the values for 80% and 70% are listed separately.
Reason:  80% of the minimum vehicular volume and interruption of continuous traffic values was what was originally intended, but some practitioners were calculating 80% of the 70% value.
---------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD: Not in the MUTCD
Final Rule: Option: “Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing improvements at the location under study.  These persons may not be adequately reflected in the pedestrian volume count if the absence of a signal restrains their mobility.”

## Chapter 4C. Traffic Control Signal Needs Studies (Cont’d)

- Not in the MUTCD

- Nearby facilities that serve the elderly, people with disabilities and requests for accessibly crossing improvements may be included in engineering study data.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Where speeds > 40mph or population < 10,000 only 70% of Warrants 1 & 2 had to be met.  Combination Warrant 8 was met when 80% of Warrants 1 & 2 were satisfied. 
Final Rule:  The Warrant 8, allowing for 80% of the minimum vehicular volume and interruption of continuous traffic values, has been incorporated into Warrant 1, see Table 4C-1.  This incorporation thereby eliminates the possibility of the “56% rule” because the values for 80% and 70% are listed separately.
Reason:  80% of the minimum vehicular volume and interruption of continuous traffic values was what was originally intended, but some practitioners were calculating 80% of the 70% value.
---------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD: Not in the MUTCD
Final Rule: Option: “Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing improvements at the location under study.  These persons may not be adequately reflected in the pedestrian volume count if the absence of a signal restrains their mobility.”

## 4C.06 Warrant 5, School Crossing

- Not in the MUTCD

- Support statement added to clarify the application of this warrant: ...when the principal reason to consider installing a signal is that school children cross a major street.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD

Final Rule:  In the 1997 notice of proposed amendments, Section 4C.5, Warrant 4. Pedestrian Volume contained the Support statement, “The warrant given in Section 7D.4 is applicable where the fact that school children cross the major roadway is the principal reason to consider installing a traffic control signal.”  

Since the School Crossing Warrant was moved back into Part 4, it made more sense to include that Support statement in the School Crossing Warrant itself.  It now reads, 

“Section 4C.06, Warrant 5, School Crossing
Support:  The School Crossing signal warrant is intended for 	application where the fact that school children cross the major street is the principal reason to consider installing a traffic control signal.”

## 4C.06 Warrant 5, School Crossing

- Section 4C-5, Minimum Pedestrian Volume Warrant - contained stipulation that warrant applies where nearest signal is > 300 feet away.

- The School Crossing Warrant shall not be applied within 300 feet of another signal, unless it will not restrict the progressive movement of traffic.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Section 4C-5, Warrant 3, Minimum Pedestrian Volume states, “This warrant applies only to those locations where the nearest traffic signal along the major street is greater than 300 feet and where a new traffic signal at the study location would not unduly restrict platooned flow of traffic.”  (Section 4C-6, Warrant 4, School Crossing did not contain this requirement.)

Final Rule:  “Standard:  The School Crossing signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 90 m (300 ft), unless the proposed traffic control signal will not restrict the progressive movement of traffic.”

Reason:  The FHWA added this requirement to the School Crossing warrant in order to be consistent with the Pedestrian Volume warrant.

## 4C.06 Warrant 5, School Crossing

- Not in the MUTCD
- Not in the MUTCD
- Police supervision for non-intersection installation

- If added within a signal system, signal should be coordinated
- Signal should include pedestrian detectors
- Deleted

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD
Final Rule:  To assist in reducing traffic congestion, the FHWA added a new Guidance statement to Section 4C.06 which states, “If installed within a signal system, the traffic control signal should be coordinated.”
------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD:  Not in the MUTCD
Final Rule:  To match Warrant 4, Pedestrian Volume, the FHWA has included a recommendation to use pedestrian detectors.  It reads, “Guidance:  At an intersection, the traffic control signal should be traffic-actuated and should include pedestrian detectors.” 
-------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD: “Special police supervision and/or enforcement should be provided for a new non-intersection installation.”
Final Rule:  The FHWA deleted this sentence from the final rule because the effectiveness of police supervision and/or enforcement depends on the local traffic characteristics and should be determined by local engineering judgment.

## Chapter 4D. Traffic Control Signal Features

- Not in the MUTCD

- STOP signs shall not be used with traffic signals except:
- when the signal flashes red at all times
- driveway located within or near area controlled by signal but doesn’t require signal control

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD

Final Rule:  “Standard:  STOP signs shall not be used in conjunction with any traffic control signal operations, except in either of the following cases:

A.  If the signal indication for an approach is a flashing red at all times.

B.  If a minor street or driveway is located within or adjacent to the area controlled by the traffic control signal, but does not require separate traffic signal control because an extremely low potential for conflict exists.”

## 4D.03 Provisions for Pedestrians

- Not in the MUTCD

- Safety considerations should include the installation, where appropriate, of accessible pedestrian signals.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
Current: Not in the 1988 MUTCD

Final Rule: “Guidance: Safety considerations should include the installation, where appropriate, of accessible pedestrian signals (see Sections 4E.06 and 4E.08) that provide information in non-visual format (such as audible tones, verbal messages, and/or vibrating surfaces).”

Reason: This change reflects the intent of language on Bicycle Transportation and Pedestrian Walkways contained in section 1202 of the Transportation Equity Act for the 21st Century (TEA-21), Public Law 105-178, 112 Stat. 107 (1998).

## Red Arrows

- RED ARROWs allowed in the 1988 MUTCD.

- RED ARROWs are allowed in the 2000 MUTCD.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: RED ARROWS were allowed in the 1988 MUTCD.

Final Rule:  RED ARROWS are allowed in the 2000 MUTCD.

Reason: In comments to the docket, the FHWA received overwhelming opposition to the proposed deletion of RED ARROWS.  It was pointed out that the research summarized by the Older Driver Highway Design Handbook was conducted shortly after the red arrow was introduced; therefore, the education of the motoring public, especially older drivers, was still underway.  Most of the comments also pointed out that significant funds would need to be spent to convert to circular red displays for protected only mode left-turn phases, including adding LEFT TURN SIGNAL signs on span wires and mast arms, some of which might not be able to handle the additional load.  No comments supporting the removal of red arrows were received.  The FHWA agrees with these comments and has decided to retain the text concerned with the use of red arrows in the MUTCD.

## 4D.04 Meaning of Vehicular Signal Indications

- Section 4B-5 in 1988 MUTCD.

- Right-turn-on-CIRCULAR RED allowed except when sign in place prohibiting it.
- Right-turn-on-RED ARROW not allowed unless sign in place permitting it.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  In Section 4B-5 of the 1988 MUTCD, no turns were allowed on CIRCULAR RED nor RED ARROW.
Final Rule:  Standard language was added to Section 4D.04 to allow turns on CIRCULAR RED and to provide an exception to prohibiting turns on RED ARROW.  It reads as follows, 
	“Standard: Except when a sign is in place prohibiting a turn on red or a RED ARROW signal indication is displayed, vehicular traffic facing a CIRCULAR RED signal indication may enter the intersection to turn right, or to turn left from a one-way street into a one-way street, after stopping.  Such vehicular traffic shall yield the right-of-way to pedestrians lawfully within an adjacent crosswalk and to other traffic lawfully using the intersection.
	Vehicular traffic facing a steady RED ARROW signal indication shall not enter the intersection to make the movement indicated by the arrow (except as described in the Option below)....
	Option: Where turns are allowed on red and the signal indication is an arrow, a sign may be used to indicate the turns are allowed on red after stopping.”

## 4D.05 Application of Steady Signal Indications

- Not in the MUTCD

- A steady GREEN ARROW shall not be required on the stem of T-intersections or for turns from one-way streets.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD.

Final Rule:  “Standard:  Steady signal indications shall be applied as follows:
A. ...
B. ...
C. ...
D. ...
E. ...
F.  A steady GREEN ARROW signal indication:
1. ...
2. ...
3. Shall not be required on the stem of T-intersections or for turns from one-way streets.”

## 4D.06 Application of Steady Signal Indications for Left Turns

- Not in the MUTCD.

- Option language added to promote consideration of elderly drivers needs when designing left-turn phasing.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
Current: Not in the 1988 MUTCD.

Final Rule: “Option:  In areas having a high percentage of elderly drivers, special consideration may be given to the use of protected only mode left-turn phasing, when appropriate.”

Reason: The FHWA has added this paragraph to encourage special consideration for older drivers be made in the design of left-turn phasing.

## 4D.06  Application of Steady Signal Indications for Left Turns

- Not in the MUTCD.

- New Standard language added to allow the use of “split phasing.”

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Not in the MUTCD.

Final Rule:  A paragraph is added the allows split phasing:
	“Standard: The required left-turn signal faces and operation for an approach shall be determined by the selected mode of left-turn operation, as follows:
A. Permissive Only Mode - ...
B. Protected Only Mode - The left-turn signal face shall be capable of displaying one of the following sets of signal indications:
   1...   2...
   3.  CIRCULAR RED, CIRCULAR YELLOW, CIRCULAR GREEN,  and left-turn GREEN ARROW signal indications.  This four-section signal face shall be used only when the CIRCULAR GREEN and left-turn GREEN ARROW signal indications begin and terminate together.  During each interval, the circular signal indication shall be the same color as the signal indication on the signal face(s) for the adjacent through traffic.”

## 4D.06 Application of Steady Signal Indications for Left Turns

- FHWA Interpretation of the 1988 MUTCD determined “Dallas Left-Turn Phasing” was allowed.

- Standard language added to specifically allow “Dallas Left-Turn Phasing.”

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  An October 14, 1993 letter by FHWA made the interpretation that the 1988 MUTCD allowed “Dallas Phasing.”

Dallas Phasing provides for a protected/permitted (five section) signal to display a CIRCULAR GREEN for the left turn approach while the through movement approach signal displays a CIRCULAR RED.

Final Rule:  Standard language added for a shared left-turn signal face (see text in Section 4D.06, Standard paragraph C - too long to include in the notes.) 

## 4D.07 Application of Steady Signal Indications for Right Turns

- Section 4B-6 in the 1988 MUTCD.

- Support and Standard language describes in more detail the various modes for right-turn displays.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  The application of steady signal indications is covered in Section 4B-6; but the various modes for right-turn displays is not covered.

Final Rule:  “Support: Right-turning traffic is controlled by one of four modes as follows:
A.  Permissive Only Mode - turns made on the CIRCULAR GREEN signal indications after yielding to pedestrians.
B.  Protected Only Mode - turns made only when the right-turn GREEN ARROW signal indication is displayed.
C.  Protected/Permissive Mode - both modes occur on an approach during the same cycle.
D.  Variable Right-Turn Mode - the operating mode changes among the protected only mode and/or the protected/permissive mode and/or the permissive only mode during different period of the day.”
For the Standard wording see the text.

## 4D.12  Flashing Operation of Traffic Control Signals

- Section 4B-18 in the 1988 MUTCD.

- More detail added regarding transition into and out of flashing mode.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  The wording in paragraphs 4-6 of the 1988 MUTCD came from Change request IV-58(c), Revision 5.
Final Rule:  Reorganized and more detailed added as shown below:
“Standard:  Changes from flashing mode to steady (stop-and-go) mode shall be made under one of the following procedures:
A. Yellow-red flashing mode: Changes from flashing mode to steady (stop-and-go) mode shall be made at the beginning of the major-street green interval (when a green signal indication is shown to through traffic in both directions on the major street), 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.
B. Red-red flashing mode: Changes from flashing mode to steady (stop-and-go) mode shall be made by changing the flashing red indications to steady red indications followed by appropriate green indications to begin the steady mode cycle. These green indications shall be the beginning of the major-street green interval (when a green signal indication is shown to through traffic in both directions on the major street) or if there is no common major-street green interval, at the beginning of the green interval for themajor traffic movement on the major street.”
For Guidance wording see the text.

## 4D.13 Preemption and Priority Control of Traffic Control Signals

- Sections 4B-21 and 4B-22 in the 1988 MUTCD.

- Section significantly expanded.  Now includes Standards for transition into and out of preemption and priority control.
- Guidance, Options and Support language also provided.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Contained Section 4B-21, Traffic Signals Near Grade Crossings, and Section 4B-22, Priority Control of Traffic Signals, 5 paragraphs total.  Very little detail on preemption given.

Final Rule:  The language proposed in the 1997 NPA was added to the final rule.  In addition, one comment was received that stated that revisions needed to be made regarding the shortening or omission of pedestrian intervals in priority control sequences.  The FHWA agreed and added text to this section’s Standard paragraph to clarify that pedestrian intervals may be omitted if the entire vehicular phase is also omitted.  It reads, 

“Standard: During priority control and during transition into or out of priority control: A..., B...
C. The omission of a pedestrian walk interval and its associated change interval shall not be permitted unless the associated vehicular phase is also omitted or the pedestrian phase is exclusive.”

## 4D.15 Size, Number and Location of Signal Faces by Approach

- Section 4B-13 of the 1988 MUTCD: the bottom of a signal head located over a roadway shall be at least 15 feet but not more than 19 feet above the roadway.

- Maximum height of a signal head located over the roadway is now 7.8 m  (25.6 ft) to the top of signal head (depending on distance from stop line.)  This is consistent with a maximum vertical viewing angle of 20 degrees.  See Figure 4D-1.

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Section 4B-12, stated, “...at least one and preferably both of the signal faces...shall be located not less than 40 feet nor more than 150 feet beyond the stop line.”  Section 4B-13,. stated, “The bottom of the housing of a vehicle signal face suspended over a roadway shall be at least 15 feet but not more than 19 feet above the pavement grade at the center of the roadway.”
Final Rule: STANDARD: “A signal face installed to satisfy the distance requirements as described in Paragraphs B and C in the first Standard of this Section and at least one and preferably both of the signal faces required by Paragraph A in this Standard shall be located no higher than at a maximum height to the top of the signal housing mounted over a roadway of 7.8 m (25.6 ft) above the pavement (see Section 4D.17).  For viewing distances between 12 m (40 ft) and 16 m (53 ft) from the stop line, the maximum mounting height to the top of the signal housing shall be as shown on Figure 4D-1.  (See Section 4D.17 for additional information regarding mounting heights.)”
Reason: A vertical viewing angle of as high as 23.8 degrees was implicitly allowed in the 1988 MUTCD.  Ergonomic statistics demonstrated that tall motorists, with these extreme vertical angle placements, are unable to view the top of the signal face due to blockage from the vehicle ceiling line.  Therefore, the FHWA changed the maximum height of a signal head to fall in line with a 20 degree maximum vertical viewing angle.

## Figure 4D.1

**Notes:**
1988 MUTCD: Section 4B-12, stated, “...at least one and preferably both of the signal faces...shall be located not less than 40 feet nor more than 150 feet beyond the stop line.”  Section 4B-13,. stated, “The bottom of the housing of a vehicle signal face suspended over a roadway shall be at least 15 feet but not more than 19 feet above the pavement grade at the center of the roadway.”
Final Rule: STANDARD: “A signal face installed to satisfy the distance requirements as described in Paragraphs B and C in the first Standard of this Section and at least one and preferably both of the signal faces required by Paragraph A in this Standard shall be located no higher than at a maximum height to the top of the signal housing mounted over a roadway of 7.8 m (25.6 ft) above the pavement (see Section 4D.17).  For viewing distances between 12 m (40 ft) and 16 m (53 ft) from the stop line, the maximum mounting height to the top of the signal housing shall be as shown on Figure 4D-1.  (See Section 4D.17 for additional information regarding mounting heights.)”
Reason: A vertical viewing angle of as high as 23.8 degrees was implicitly allowed in the 1988 MUTCD.  Ergonomic statistics demonstrated that tall motorists, with these extreme vertical angle placements, are unable to view the top of the signal face due to blockage from the vehicle ceiling line.  Therefore, the FHWA changed the maximum height of a signal head to fall in line with a 20 degree maximum vertical viewing angle.

## 4D.15 Size, Number and Location of Signal Faces by Approach 

- Not in the MUTCD.

- New Guidance statement added to recommend using 300 mm (12 in) signal lenses where there is a significant percentage of elderly drivers.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.

Final Rule:  “Guidance:  Three-hundred millimeter (12 in) signal lenses should be used for all signal indications for the following:
A...B...C...
D.  Locations where there is a significant percentage of elderly drivers.”

Reason:  Several comments were received that objected to the Support paragraph proposed in Section 4D.16 of the 1999 Notice of Proposed Amendment.  Most of the commenters stated that the Standards and Guidance found elsewhere in Chapter 4D adequately addressed the decision as to which size lenses to use.  The FHWA decided the new paragraph D was a more appropriate location for this information.

## 4D.17 Visibility, Shielding and Positioning of Signal Faces

- Not in the MUTCD.

- Added a Support paragraph on the use of backplates on signal heads to help elderly drivers see the contrast between traffic signals and their surroundings.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.
Final Rule: ‘Support: The use of backplates enhances the contrast between the traffic signals and their surroundings for both daytime and nighttime conditions, which is helpful to elderly drivers.”
Reason: Research summarized in the Older Driver Handbook shows that the use of backplates will help older drivers and enhance the signal conspicuity.
---------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD:  Not in the MUTCD.
Final Rule:  “Guidance:  The use of signal visors, or the use of signal faces or devices that direct the light without a reduction in intensity, should be considered as an alternative to signal louvers because of the reduction in light output caused by signal louvers.”
Reason:  This was added in response to a docket comment.  Visors are preferred because they do not diminish light output.

## 4D.17 Visibility, Shielding and Positioning of Signal Faces

- Not in the MUTCD.

- Added Guidance recommending the use of signal visors be considered as an alternative to signal louvers because visors   do not diminish light output.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.
Final Rule: ‘Support: The use of backplates enhances the contrast between the traffic signals and their surroundings for both daytime and nighttime conditions, which is helpful to elderly drivers.”
Reason: Research summarized in the Older Driver Handbook shows that the use of backplates will help older drivers and enhance the signal conspicuity.
---------------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD:  Not in the MUTCD.
Final Rule:  “Guidance:  The use of signal visors, or the use of signal faces or devices that direct the light without a reduction in intensity, should be considered as an alternative to signal louvers because of the reduction in light output caused by signal louvers.”
Reason:  This was added in response to a docket comment.  Visors are preferred because they do not diminish light output.

## 4D.17 Visibility, Shielding and Positioning of Signal Faces

- Section 4B-11, aim signals to be visible at min. required distance before stop line or where signal first becomes visible.

- Deleted that wording.  Not appropriate to aim signals in a direction that does not serve drivers at stop line.  Added Option for additional head on the approach.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “In general, vehicular signal faces should be aimed so that the continuation of the optical axis of the signal lens passes through a point on the approach, which is located at least the minimum visibility distance from the stop line (specified in Section 4B-12.1) and at drivers eye height.  If the approach sight distance is limited by horizontal or vertical alignment, the signal face shall be aimed at a point on the approach at which the signal indication first becomes visible.”

Final Rule:  Deleted that wording because it is not appropriate to aim signal heads in a direction that doe not serve drivers at the stop line.  Most agencies provide an additional face if one is needed to attract the attention of drivers approaching a signal on a curved approach.  New Option added to support this, “If the sight distance to the signal heads facing the approach is limited by horizontal or vertical alignment, supplemental signal faces aimed at a point on the approach at which the signal indications first become visible may be used.”

## 4D.20 Temporary Traffic Control Signals

- Section 4B-4, Portable Traffic Control Signals

- Temporary signal is installed for a limited time period.  Portable signal is a temporary signal designed to be easily transported.  Section greatly expanded with Standards, Guidance, and Support information.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  Section 4B-4 Portable Traffic Control Signals, “A portable traffic control signal must meet the physical display and operational requirements of conventional traffic signals described herein.  A portable traffic control signal should normally not operate longer than 30 days unless associated with a construction or maintenance project, in which case it shall be removed when no longer needed on the project.  It is desirable to use advance signing when employing this device.  A portable traffic control signal should be used only when an engineering study so indicates.”
Final Rule:  “Standard:  A temporary traffic control signal shall be defined as a traffic control signal that is installed for a limited time period.  A portable traffic control signal shall be defined as a temporary traffic control signal that is designed so that it can be easily transported and reused at different locations.”

The rest of this section goes on to describe Support, Standards and Guidance for temporary traffic control signals - see the text.

## 4E.04 Size, Design, and Illumination  of Pedestrian Signal Indications

- Where crosswalks are  60 feet, letters shall be min. 3 in high or symbols shall be min. 6 in high.

- New pedestrian signals shall consist of symbolized messages.
- Symbols shall be at least 150 mm (6 in) high.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “Design requirements for pedestrian signals include the following: 1...2...3...4...5... 6. For crossings where the distance from the near curb to the pedestrian signal indication is 60 feet or less, the letters, if used, shall be at least 3 inches high or the symbols, if used, shall be at least 6 inches high.  For diatances over 60 feet, the letters, if used, should be at least 4.5 inches high and the symbols, if used, should be at least 9 inches high.”
Final Rule: “Standard: All new pedestrian signal indications shall be displayed within a rectangular background and shall consist of symbolized messages, except that existing pedestrian signal indications with lettered messages may be retained for the remainder of their useful life....For pedestrian signal indications, the symbols shall be at least 150 mm (6 in) high....Guidance: For crosswalks where the pedestrian enters the crosswalk more than 30 m (100 ft) from the pedestrian signal indications, the symbols should be at least 225 mm (9 in) high.”
Reason: Research has found that the 150 mm (6 in) pedestrian symbols, are adequate for distances of up to 30 m (100 ft).  The subjects used in the research included 48 seniors age 62 and older.  The research included incandescent, light emitting diode (LED) and Fiber-optic pedestrian signals.

## 4E.04 Size, Design, and Illumination of Pedestrian Signal Indications

- Greater than 60 ft, letter should be min. 4.5 in high and symbols min. 9 in high.

- Where crosswalk is > 30 m (100 ft) long, symbols should be at least 225 mm (9 in) high.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “Design requirements for pedestrian signals include the following: 1...2...3...4...5... 6. For crossings where the distance from the near curb to the pedestrian signal indication is 60 feet or less, the letters, if used, shall be at least 3 inches high or the symbols, if used, shall be at least 6 inches high.  For diatances over 60 feet, the letters, if used, should be at least 4.5 inches high and the symbols, if used, should be at least 9 inches high.”
Final Rule: “Standard: All new pedestrian signal indications shall be displayed within a rectangular background and shall consist of symbolized messages, except that existing pedestrian signal indications with lettered messages may be retained for the remainder of their useful life....For pedestrian signal indications, the symbols shall be at least 150 mm (6 in) high....Guidance: For crosswalks where the pedestrian enters the crosswalk more than 30 m (100 ft) from the pedestrian signal indications, the symbols should be at least 225 mm (9 in) high.”
Reason: Research has found that the 150 mm (6 in) pedestrian symbols, are adequate for distances of up to 30 m (100 ft).  The subjects used in the research included 48 seniors age 62 and older.  The research included incandescent, light emitting diode (LED) and Fiber-optic pedestrian signals.

## 4E.06 Accessible Pedestrian Signals

- Not in the MUTCD.

- Standards, Guidance, Option, and Support language added on accessible pedestrian signals.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD. 

Final Rule: Read Section 4E.06 Text - too long to include in notes.

Reason: This section will be useful to engineers in designing installations, to suppliers by providing a degree of standardization for these devices, and to the blind and visually impaired pedestrians in assuring that their needs are met and that installations of accessible pedestrian signals are standardized. 

Compliance Period:  The FHWA is providing a phase-in compliance period of 4 years for existing installations of accessible pedestrian signals and accessible pedestrian signal detectors to minimize any impact on State and local highway agencies.  This change is effective immediately for new installations.

## 4E.08 Accessible Pedestrian Signal Detectors

- Not in the MUTCD.

**STANDARD:** Activation of the accessible pedestrian signals & locator tones.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.
Final Rule: In this new section, STANDARDs are given on the activation of the accessible pedestrian signals and on locator tones.  GUIDANCE is given on the location of pushbuttons, on tactile arrows, on locator tones, and on median mounted detectors.  Options are given on activation at pretimed signals, on sound level of audible signals, and on street names. Read Section 4E.08 Text

Reason: This section will be useful to engineers in designing installations, to suppliers by providing a degree of standardization for these devices, and to the blind and visually impaired pedestrians in assuring that their needs are met and that installations of accessible pedestrian signals are standardized. 
Compliance Period:  The FHWA is providing a phase-in compliance period of 4 years for existing installations of accessible pedestrian signals and accessible pedestrian signal detectors to minimize any impact on State and local highway agencies.  This change is effective immediately for new installations.

## 4E.08 Accessible Pedestrian Signal Detectors

- Not in the MUTCD.

**GUIDANCE:** Location of pushbuttons, tactile arrows, locator tones, etc.
**Option:** Activation at pretimed signals, sound level  of audible signals & street names.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.
Final Rule: In this new section, STANDARDs are given on the activation of the accessible pedestrian signals and on locator tones.  GUIDANCE is given on the location of pushbuttons, on tactile arrows, on locator tones, and on median mounted detectors.  Options are given on activation at pretimed signals, on sound level of audible signals, and on street names. Read Section 4E.08 Text

Reason: This section will be useful to engineers in designing installations, to suppliers by providing a degree of standardization for these devices, and to the blind and visually impaired pedestrians in assuring that their needs are met and that installations of accessible pedestrian signals are standardized. 
Compliance Period:  The FHWA is providing a phase-in compliance period of 4 years for existing installations of accessible pedestrian signals and accessible pedestrian signal detectors to minimize any impact on State and local highway agencies.  This change is effective immediately for new installations.

## 4E.09 Pedestrian Intervals and Signal Phases

- Walk interval should be 4 to 7 seconds in length.

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

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: “Under normal conditions, the WALK interval should be at least 4 to 7 seconds in length so pedestrians will have adequate opportunity to leave the curb before the clearance interval is shown.”

Final Rule: “Guidance: Except as noted in the Option, the walk interval should be at least 7 second in length so that pedestrians will have adequate opportunity to leave the curb or shoulder before the pedestrian clearance time begins.   Option: If it is desired to favor the length of an opposing signal phase and if pedestrian volumes and characteristics do not require a 7-second walk interval, walk intervals as short as 4 seconds may be used.”
Reason: The FHWA made this change in length in response to several comments to the docket.  The Option was provided to provide for a reduced the walk time if conditions at an intersection don’t warrant a 7 second walk interval.
----------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD and Final Rule:  Retained the 1988 wording as to how to calculate the pedestrian clearance time.  See text for exact wording.

## 4E.09 Pedestrian Intervals and Signal Phases

- Walk interval should be 4 to 7 seconds in length.

- Pedestrian clearance timing - calculate to at least the center of the farthest traveled lane - same as in 1988 MUTCD.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: “Under normal conditions, the WALK interval should be at least 4 to 7 seconds in length so pedestrians will have adequate opportunity to leave the curb before the clearance interval is shown.”

Final Rule: “Guidance: Except as noted in the Option, the walk interval should be at least 7 second in length so that pedestrians will have adequate opportunity to leave the curb or shoulder before the pedestrian clearance time begins.   Option: If it is desired to favor the length of an opposing signal phase and if pedestrian volumes and characteristics do not require a 7-second walk interval, walk intervals as short as 4 seconds may be used.”
Reason: The FHWA made this change in length in response to several comments to the docket.  The Option was provided to provide for a reduced the walk time if conditions at an intersection don’t warrant a 7 second walk interval.
----------------------------------------------------------------------------------------------------------------------------------------------
1988 MUTCD and Final Rule:  Retained the 1988 wording as to how to calculate the pedestrian clearance time.  See text for exact wording.

## 4E.09 Pedestrian Intervals and Signal Phases

- Not in the MUTCD

- Option added to use _passive pedestrian detection_ equipment in crosswalks _to extend the length of the pedestrian clearance time for a particular cycle_ when a pedestrian needs more time to cross the street.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD. 

Final Rule: “Option: Passive pedestrian detection equipment, which can detect pedestrians who need more time to complete their crossing and can extend the length of the pedestrian clearance time for that particular cycle, may be used in order to avoid using a lower walking speed to determine the pedestrian clearance time.”

Reason: There has been a successful experiment in Portland, Oregon, on the use of passive methods to detect pedestrians in the crosswalk.  FHWA wants to encourage jurisdictions to use alternate methods, such as passive pedestrian detection, to accommodate the needs of all road users.

## 4F.02 Design of Emergency-Vehicle Traffic Control Signals

- Section 4E-20, EMERGENCY SIGNAL sign _should_ be mounted adjacent to each signal face.

- An EMERGENCY SIGNAL sign _shall_ be mounted adjacent to a signal face...(see Section 2B.40).

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “A sign, legible at all times, bearing the legend EMERGENCY SIGNAL should be mounted adjacent to each signal face.”

Final Rule:  “Standard:  An EMERGENCY SIGNAL (R10-13) sign shall be mounted adjacent to a signal face on each major street approach (see Section 2B.40).  If an overhead signal face is provided, the EMERGENCY SIGNAL sign shall be mounted adjacent to the overhead signal face.”

Reason:  The FHWA changed this from a Guidance in the 1988 MUTCD to a Standard in the Final Rule to be consistent with the Standard statement in Section 2B.40  Traffic Signal Signs.  

## Chapter 4G Traffic Control Signals for One-Lane, Two-Way Facilities

- Section 4E-24, 4E-25, 4E-26, 4E-27

- Revised and expanded  to include Standards, Guidance, Options and Support on the application, design, and operation of traffic control signals used on one-lane, two-way facilities.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: 
Section 4E-24 Traffic Signals for One-Lane, Two-Way Facilities
Section 4E-25 Applications of One-Lane Bridge or Tunnel Signals
Section 4E-26 Design of Bridge and Tunnel Signals
Section 4E-27 Locations of narrow Bridge or Tunnel Signals

Final Rule:  The application of one-lane bridge or tunnel signals has been expanded to also cover one-lane roadway sections (such as in temporary traffic control zones) in Chapter 4G. The text is too long to include in these notes pages - see Chapter 4G.

## 4H.02 Design of Freeway Entrance Ramp Control Signals

- Section 4E-22 on ramps >1 lane, a signal face shall be mounted on the left and the right side of the ramp.
- Min. 8 in diameter lenses.

- Two signal faces still required but eliminated requirement for mounting one on the left and one on the right side of the ramp.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “On entrance ramps having more than one lane there shall be a signal face mounted on the left side and on the right side.  The required signal faces should be mounted such that the height to the bottom of the housing of the lowest signal face is between 4.5 and 6 feet....All ramp control signals shall utilize vertically aligned lenses with a minimum nominal diameter of 8 inches.”
Final Rule:  “Standard:  Ramp control signals shall meet all of the standard design specifications for traffic control signals, except as noted herein:  A... B. A minimum of two signal faces per ramp shall face entering traffic. C....
   Option:  The required signal faces, if located at the side of the ramp roadway, may be mounted such that the height above the pavement grade at the center of the ramp roadway to the bottom of the signal housing of the lowest signal face is between 1.4 m (4.5 ft) and 1.8 m (6 ft).”

## 4H.02 Design of Freeway Entrance Ramp Control Signals

- Guidance: bottom of signal housing be between 4.5 and 6 feet above the pavement.

- Eliminated 8 in diameter lens wording.
- Changed height to bottom of signal housing to an Option for signals located at the side of the ramp.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “On entrance ramps having more than one lane there shall be a signal face mounted on the left side and on the right side.  The required signal faces should be mounted such that the height to the bottom of the housing of the lowest signal face is between 4.5 and 6 feet....All ramp control signals shall utilize vertically aligned lenses with a minimum nominal diameter of 8 inches.”
Final Rule:  “Standard:  Ramp control signals shall meet all of the standard design specifications for traffic control signals, except as noted herein:  A... B. A minimum of two signal faces per ramp shall face entering traffic. C....
   Option:  The required signal faces, if located at the side of the ramp roadway, may be mounted such that the height above the pavement grade at the center of the ramp roadway to the bottom of the signal housing of the lowest signal face is between 1.4 m (4.5 ft) and 1.8 m (6 ft).”

## 4I.02 Design and Location of Movable Bridge Signals and Gates

- Support information on the two types of signals used for movable bridge operation.

- Upgraded to Standard - the types of signals shall be: 1) the standard R-Y-G to be used if bridge operation is frequent and 2) two red signal lenses in vertical array separated by a STOP HERE ON RED sign.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “Since movable bridge operation covers so wide a range of time periods between openings, two types of signals are provided.  The first type consists of the standard three color (red, yellow, and green) traffic signal indications, generally to be used when movable bridge operation is quite frequent.  The second type consists of two red signal indications in vertical array separated by a STOP HERE ON RED sign (sec. 2B-37).”

Final Rule:  “Standard: Since movable bridge operations cover a variable range of time periods between openings, the signal faces shall be one of the following types:
A. Three-section signal faces with red, yellow, and green signal lenses, generally to be used if movable bridge operation is quite frequent.
B. Two one-section signal faces with red signal lenses in a vertical array separated by a STOP HERE ON RED sign (R10-6) (see Section 2B.40).”

## 4J.02 Meaning of Lane-Use Control Signal Indications

- Section 4E-9, flashing YELLOW X used to indicate a driver is permitted to use a lane but cautioned that it may be shared with opposite flow left-turning vehicles

- A steady WHITE TWO-WAY LEFT-TURN ARROW and a steady WHITE ONE WAY LEFT-TURN ARROW shall be used where drivers are permitted to use a lane for turning but not through travel.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “The meanings of lane-use control signals are as follows:...A flashing YELLOW X means that a driver is permitted to use a lane over which the signal is located for a left turn.  The driver is cautioned that he may be sharing that lane with opposite flow left-turning vehicles.”
Final Rule:  “Standard: The meanings of lane-use control signal indications are as follows:...
C. A steady WHITE TWO-WAY LEFT-TURN ARROW signal indication (see Figure 4J-1) shall mean that a road user is permitted to use a lane over which the signal indication is located for a left turn, but not for through travel, with the understanding that common use of the lane by oncoming road users for left turns is also permitted.
D. A steady WHITE ONE WAY LEFT-TURN ARROW signal indication (see Figure 4J-1) shall mean that a road user is permitted to use a lane over which the signal indication is located for a left turn (without opposing turns in the same lane), but not for through travel.”

## 4J.03 Design of Lane-Use Control Signals

- Nominal minimum height and width of each face shall be 12 inches ....

- Nominal minimum height and width of each DOWNWARD GREEN ARROW, YELLOW X, and RED X signal face shall be 450 mm (18 in) ....
- With minimal visual clutter and speeds  70 km/h         (45 mph), nominal height and width may be 300 mm (12 in).

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “Nominal minimum height and width of each face shall be 12 inches for typical applications.” 

Final Rule:  “Standard: Nominal minimum height and width of each DOWNWARD GREEN ARROW, YELLOW X, and RED X signal face shall be 450 mm (18 inches) for typical applications.

Option: In areas with minimal visual clutter and with speeds of 70 km/h (45 mph) or less, lane-use control signal faces with nominal height and width of 300 mm (12 in) may be used for the DOWNWARD GREEN ARROW, YELLOW X, and RED X signal faces.”

Reason:  The FHWA believes this change will ensure that these critical signals are adequately conspicuous to capture the driver’s attention.  

## 4K.03 Warning Beacon

- Section 4E-1, Hazard Identification Beacon, and Section 4E-6, Hazard Identification Beacon Location

- Standards, Guidance Options and Support described for the design and application of warning beacons.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Section 4E-1, Hazard Identification Beacon, and Section 4E-6, Hazard Identification Beacon Location.

Final Rule: Standards, Guidance Options and Support described for the design and application of warning beacons.  Text too long to include in notes page - see Section 4K.03.

## 4K.04 Speed Limit Sign Beacon

- Two CIRCULAR YELLOW lens sections with a diameter of not less than 6 inches, or as an alternate, one or more CIRCULAR YELLOW lenses, each having a diameter of not less than 8 inches.

- All speed limit sign beacons shall have a nominal diameter of not less than 200 mm (8 in).

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD:  “A Speed Limit Sign Beacon is two CIRCULAR YELLOW lens sections each having a visible diameter of not less than 6 inches, or as an alternate, one or more CIRCULAR YELLOW lenses, each having a visible diameter of not less than 8 inches.”

Final Rule: “Standard: A Speed Limit Sign Beacon shall consist of one or more signal sections of a standard traffic control signal face, with a flashing CIRCULAR YELLOW signal indication in each signal section. The signal lenses shall have a nominal diameter of not less than 200 mm (8 in).”

## Chapter 4L. In-Roadway Lights

- Not in the MUTCD

- STANDARD: uni-directional or bi-directional, height and installation (only at marked, uncontrolled crosswalks), and flash rate.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.

Final Rule: The new Sections 4L.01 and 4L.02 provide Standards, Guidance, Options and Support for the design and operation of In-Roadway Lights (if used)  installations.  The STANDARDS, among other things, would provide: (1) For installation at only uncontrolled, marked crosswalks, with applicable warning signs (2) For the installation of In-Roadway Lights parallel to the edge of the crosswalk, (3) For the operation to be initiated based on pedestrian actuation (active or passive), (4) For the operation to cease at a predetermined time after the actuation or with passive detection when the pedestrian clears the crosswalk, and (5) For the height of the In-Roadway Lights not to exceed a height of 20 mm (3/4 in).

Reason: These devices warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and possibly come to a stop.  These conditions include, but are not limited to, marked crosswalks that are not controlled by STOP signs, YIELD signs, or traffic control signals.

## Chapter 4L. In-Roadway Lights

- Not in the MUTCD

- 	**GUIDANCE:** period of operation and placement.
- 	**OPTION:** flash rate, duration, placement, and optional additional lights.

_**1988 MUTCD**__**	**__**	**_**    **_**2000 MUTCD**_

- Yellow Text Denotes a Standard

**Notes:**
1988 MUTCD: Not in the MUTCD.

Final Rule: The new Sections 4L.01 and 4L.02 provide Standards, Guidance, Options and Support for the design and operation of In-Roadway Lights (if used)  installations.  The STANDARDS, among other things, would provide: (1) For installation at only uncontrolled, marked crosswalks, with applicable warning signs (2) For the installation of In-Roadway Lights parallel to the edge of the crosswalk, (3) For the operation to be initiated based on pedestrian actuation (active or passive), (4) For the operation to cease at a predetermined time after the actuation or with passive detection when the pedestrian clears the crosswalk, and (5) For the height of the In-Roadway Lights not to exceed a height of 20 mm (3/4 in).

Reason: These devices warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and possibly come to a stop.  These conditions include, but are not limited to, marked crosswalks that are not controlled by STOP signs, YIELD signs, or traffic control signals.

## Part 4 – Highway Traffic SignalsQuestions?