# Manual on Uniform Traffic Control Devices for Streets and Highways, 11th Edition/Part 2/Chapter 2B

Washington, DC: Federal Highway Administration, pages 65–144
CHAPTER 2B. REGULATORY SIGNS, BARRICADES, AND GATES
Chapter 2B Subchapter and Section Organization
GENERAL
Section 2B.01 Application of Regulatory Signs
Standard:
[01] Regulatory signs shall be used to inform road users of selected traffic laws or regulations and to indicate the applicability of the legal requirements.
[02] Regulatory signs shall be installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be designed and installed to provide adequate visibility and legibility in order to obtain compliance.
[03] Regulatory signs shall be retroreflective or illuminated (see Section 2A.21).
Section 2B.02 Design of Regulatory Signs
Standard:
[01] Regulatory signs shall be rectangular unless specifically designated otherwise in this Manual. Regulatory signs shall be designed in accordance with the sizes, shapes, colors, and legends contained in the “Standard Highway Signs” publication (see Section 1A.05).
Support:
[02] The use of educational plaques to supplement symbol signs is described in Section 2A.09.
[03] The use of LEDs in the border or legend of regulatory signs is described in Section 2A.12.
Standard:
[04] LED signs displaying a part-time prohibitory message incorporating a red circle and diagonal of a static sign shall display a red symbol that approximates the same red circle and diagonal as closely as possible. The symbol of the action to be prohibited shall be displayed in white LEDs on a black background.
[05] A regulatory sign displayed entirely with LEDs and incorporated within the border of a larger fullmatrix changeable message sign shall display the regulatory sign legend in the size, shape, color, and legend of the standard regulatory sign.
Section 2B.03 Size of Regulatory Signs
Standard:
[01] Except as provided in Section 2A.07, the minimum sizes for regulatory signs shall be as shown in Table 2B-1.
Support:
[02] Section 2A.07 contains information regarding the applicability of the various columns in Table 2B-1.
Standard:
[03] Except as provided in Paragraphs 5 and 6 of this Section, the minimum sizes for regulatory signs facing traffic on multi-lane conventional roads shall be as shown in the Multi-Lane column of Table 2B-1.
[04] The minimum size of regulatory signs applied on low-volume rural roads with operating speeds of 30 mph or less shall be as shown in the Minimum column of Table 2B-1.
Option:
[05] Where the posted speed limit is 35 mph or less on a multi-lane highway or street, other than for a STOP sign, the minimum size shown in the Single Lane column in Table 2B-1 may be used.
[06] Where a regulatory sign, other than a STOP sign, is placed on the left-hand side of a multi-lane roadway in addition to the installation of the same regulatory sign on the right-hand side or the roadway, the minimum size shown in the Single Lane column in Table 2B-1 may be used for both the sign on the right-hand side and the sign on the left-hand side of the roadway.
Guidance:
[07] The minimum sizes for regulatory signs facing traffic on exit and entrance ramps at major interchanges connecting an Expressway or Freeway with an Expressway or Freeway (see Section 2E.11) should be as shown in the column of Table 2B-1 that corresponds to the mainline roadway classification (Expressway or Freeway). If a minimum size is not provided in the Freeway column, the minimum size in the Expressway column should be used. If a minimum size is not provided in the Freeway or Expressway Column, the size in the Oversized column should be used.
Section 2B.04 STOP Sign (R1-1) and ALL-WAY Plaque (R1-3P)
Standard:
[01] When it is determined that a full stop is always required on an approach to an intersection, a STOP (R1-1) sign (see Figure 2B-1) shall be used.
[02] Secondary legends shall not be used on STOP sign faces.
[03] The STOP sign shall not be displayed using a changeable message sign.
[04] At intersections where all approaches are controlled by STOP signs (see Section 2B.12), an ALL-WAY (R1-3P) supplemental plaque (see Figure 2B-1) shall be mounted below each STOP sign. The ALL-WAY plaque shall have a white legend and border on a red background.
[05] Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.
Support:
[06] The use of the CROSS TRAFFIC DOES NOT STOP (W4-4P series) and other plaques with variations of this legend is described in Section 2C.66.
Guidance:
[07] The TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) plaque or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) plaque should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-way street.
Option:
[08] The EXCEPT RIGHT TURN (R1-10P) plaque (see Figure 2B-1) may be mounted below the STOP sign if an engineering study determines that a special combination of geometry and traffic volumes is present that makes it possible for right-turning traffic on the approach to be allowed to enter the intersection without stopping.
Support:
[09] The design and application of Stop Beacons are described in Section 4S.05.
Section 2B.05 YIELD Sign (R1-2)
Support:
[01] The YIELD sign requires road users to yield the right-of-way to other traffic on certain approaches to an intersection or on a two way approach to a one way section of roadway, such as a narrow bridge or underpass. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic.
Standard:
[02] The YIELD (R1-2) sign (see Figure 2B-1) shall not be displayed using a changeable message sign.
Figure 2B-1. STOP and YIELD Signs and Plaques
SIGNING FOR RIGHT-OF-WAY AT INTERSECTIONS
Section 2B.06 General Considerations
Support:
[01] Unsignalized intersections represent the most common form of intersection right-of-way control. Selection of control type might be impacted by specific requirements of State law or local ordinances.
[02] Roundabouts and traffic circles are circular intersection designs and are not traffic control devices. The decision to convert an intersection from a conventional intersection to a circular intersection is an engineering design decision and not a traffic control device decision. As such, criteria for conversion from a conventional intersection to a circular intersection are not included in the MUTCD.
Guidance:
[03] The type of traffic control used at an unsignalized intersection should be the least restrictive that provides appropriate levels of safety and efficiency for all road users.
Support:
[04] Some types of right-of-way control that can exist at an unsignalized intersection in order from the least restrictive to the most restrictive are the following:
* No intersection control (see Section 2B.09): There are no right-of-way traffic control devices on any of the approaches to the intersection.
* Yield control (see Section 2B.10): YIELD signs are placed on all approaches (for a circular intersection), on opposing approaches for a four-leg intersection, on a single approach for a three-leg intersection, or in the median of a divided highway. The YIELD signs are placed on the minor road.
* Minor road stop control (see Section 2B.11): STOP signs are typically placed on opposing approaches (for a four-leg intersection) or on a single approach (for a three-leg intersection). The STOP signs are normally placed on the minor road. Section 2B.07 contains guidance on selecting the minor road.
* All-way stop control (see Section 2B.12): STOP signs are placed on all approaches to the intersection.
Guidance:
[05] When selecting a form of intersection control, the following factors should be considered:
* Motor vehicle, bicycle, and pedestrian traffic volumes on all approaches; where the term units/day or units/hour is indicated, it should be the total of motor vehicle, bicycle, and pedestrian volume;
* Driver yielding behavior with regard to all modes of conflicting traffic, including bicyclists and pedestrians;
* Number and angle of approaches;
* Approach speeds;
* Sight distance available on each approach;
* Reported crash experience; and
* The presence of a grade crossing near the intersection.
Standard:
[06] YIELD or STOP signs shall not be used for speed control.
Support:
[07] Appropriate traffic calming or other speed control measures are available to control vehicle speeds, such as those that do not have the potential to diminish the effectiveness of traffic control devices when used for their specified purpose.
Standard:
[08] Because the potential for conflicting commands could create driver confusion, YIELD or STOP signs shall not be used in conjunction with any traffic control signal operation, except in the following cases:
* If the signal indication for an approach is a flashing red at all times;
* 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; or
* If a channelized turn lane is separated from the adjacent travel lanes by an island and the channelized turn lane is not controlled by a traffic control signal.
[09] STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other, except as provided for in Items A and B in Paragraph 3 of Section 2B.10.
[11] A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shall not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to resuming stop-and-go operation of the traffic control signal.
Option:
[12] A portable or part-time (folding) STOP sign that is electrically or mechanically operated such that it only displays the stop message during a power outage and ceases to display the stop message upon restoration of power may be used during a power outage to control a signalized approach.
Support:
[13] The use of STOP signs at grade crossings is described in Sections 8B.04 and 8B.05.
[14] Section 9B.01 contains provisions regarding the assignment of priority where a shared-use path crosses a roadway.
Section 2B.07 Determining the Minor Road for Unsignalized Intersections
Guidance:
[01] The selection of the minor road to be controlled by YIELD or STOP signs should be based on one or more of the following criteria:
* A roadway intersecting a designated through or numbered highway,
* A roadway with the lower functional classification,
* A roadway with the lower traffic volume,
* A roadway with the lower speed limit, and/or
* A roadway that intersects with a roadway that has a higher priority for one or more modes of travel.
[02] When two roadways that have relatively equal volumes, speeds, and/or other characteristics intersect, the following factors should be considered in selecting the minor road for installation of YIELD or STOP signs:
* Controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes;
* Controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; and
* Controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic.
Section 2B.08 Right-of-Way Intersection Control Considerations}
Guidance:
[01] Before converting to a more restrictive form of right-of-way control at an unsignalized intersection, the following alternative treatments to address safety, operational, or other concerns should be among those to be considered:
* Where yield or stop controlled, installing Yield Ahead or Stop Ahead signs on the appropriate approaches to the intersection;
* Removing parking on one or more approaches;
* Removing sight distance obstructions;
* Installing signs along the major street to warn road users approaching the intersection;
* Relocating the stop line(s) and making other changes to improve the sight distance at the intersection;
* Installing measures designed to reduce speeds on the approaches;
* Installing an Intersection Control Beacon (see Section 4S.02) or Stop Beacon (see Section 4S.05) at the intersection to supplement STOP sign control;
* Installing a Warning Beacon (see Section 4S.03) on warning signs in advance of a stop-controlled intersection on major-street and/or minor-street approaches;
* Adding one or more lanes on a minor-street approach to reduce the number of vehicles per lane on the approach;
* Revising the geometrics at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians;
* Revising the geometrics at the intersection to add pedestrian median refuge islands and/or curb extensions;
* Installing roadway lighting if a disproportionate number of crashes occur at night;
* Restricting one or more turning movements on a full-time or part-time basis if alternate routes are available;
* Installing on the major street a pedestrian-actuated device: Warning Beacon (see Section 4S.03), rectangular rapid-flashing beacon (see Section 4L.01), or In-Roadway Warning Lights (see Chapter 4U), if pedestrian safety is the major concern;
* If the warrant is satisfied, installing all-way stop control;
* Installing a pedestrian hybrid beacon (see Chapter 4J) on the major street to address pedestrian safety;
* Installing a circular intersection; and
* Employing other alternatives, depending on conditions at the intersection.
Section 2B.09 No Intersection Control
Guidance:
[01] The decision not to use intersection control should be based on engineering judgment.
Option:
[02] The following factors may be considered:
* Intersection sight distance is adequate on all approaches.
* All approaches to the intersection are a single lane and there are no separate turn lanes.
* The combined motor vehicle, bicycle, and pedestrian volume (existing or projected) entering the intersection from all approaches averages less than 1,000 units per day or 80 units in the peak hour.
* There are no marked crosswalks or bicycle lanes on any approach.
* None of the approaches to the intersection are for a through highway, main road, or higher functional classification.
* The angle of intersection is between 90 and 75 degrees.
* The functional classification of the intersecting streets is either the intersection of two local streets or the intersection of a local street with a collector street.
Section 2B.10 Yield Control
Guidance:
[01] At intersections where a full stop is not necessary at all times, consideration should first be given to using less restrictive measures such as YIELD signs.
[02] Yield control should be considered when engineering judgment indicates that all of the following conditions exist:
* Intersection sight distance is adequate on the approaches to be controlled by YIELD signs.
* All approaches to the intersection are a single lane and there are no separate turn lanes.
* One of the following crash-related criteria applies:
* For changing from no intersection control to yield control, there have been two or more reported crashes in the previous 12 months that are susceptible to correction by the installation of a YIELD sign.
* For changing from minor road stop control to yield control, there have been two or fewer reported crashes in the previous 12 months.
* The combined motor vehicle, bicycle, and pedestrian volume entering the intersection averages less than 1,800 units per day or 140 units in the peak hour.
* The angle of intersection is between 90 and 75 degrees.
* The functional classification of the intersecting streets is either the intersection of two local streets or the intersection of a local street with a collector street.
Option:
[03] YIELD signs may be installed at an intersection when any of the following conditions apply:
* At the second intersection of a divided highway crossing or median break functioning as two separate intersections (see Figure 2B-19). In this case, a YIELD sign may be installed at the entrance to the second intersection.
* For a channelized turn lane that is separated from the adjacent travel lanes by an island, even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign.
* At an intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign.
* Facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation.
* On low-volume rural roads if engineering judgment indicates that a YIELD sign would provide adequate control.
* On an approach to an intersection where the only permissible movement is a right-turn movement with an intersection geometry similar to a channelized right-turn lane or an approach to a roundabout.
Guidance:
[04] The YIELD signs should be installed on opposing minor-street approaches (for a four-leg intersection) or on the minor-street approach (for a three-leg intersection). When two intersecting roadways have relatively equal volumes, speeds, and other characteristics, yield control should be installed on the approach that conflicts the most with established pedestrian crossing activity, school walking routes, or bicycle crossing activity.
Standard:
[05] A YIELD sign shall be used to require road users to yield the right-of-way to other traffic at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway.
[06] YIELD signs shall not be placed on all of the approaches to an intersection, except at roundabouts.
Section 2B.11 Minor Road Stop Control
Guidance:
[01] Stop control on the minor-road approach or approaches to an intersection should be considered when engineering judgment indicates that one or more of the following conditions exist:
* A restricted view exists that requires road users to stop in order to adequately observe conflicting traffic on the through street or highway.
* Crash records indicate that:
* The intersection is of a lower functional classification road with a higher functional classification road.
* Conditions that previously supported the installation of all-way stop control no longer exist.
[02] On low-volume rural roads, a STOP sign should be considered at an intersection where engineering judgment indicates that Item C in Paragraph 1 of this Section is applicable or where the intersection has inadequate sight distance for the operating vehicle speeds.
Section 2B.12 All-Way Stop Control
Support:
[01] The provisions in the following sections describe warrants for the recommended engineering study to determine all-way stop control. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification to install or not install all-way stop control. Because each intersection will have unique characteristics that affect its operational performance or safety, it is the engineering study for a given intersection that is ultimately the basis for a decision to install or not install all-way stop control.
[02] All-way stop controls at intersections with substantially differing approach volumes can reduce the effectiveness of these devices for all roadway users.
Guidance:
[03] The decision to establish all-way stop control at an unsignalized intersection should be based on an engineering study. The engineering study for all-way stop control should include an analysis of factors related to the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants:
* All-Way Stop Control Warrant A: Crash Experience (see Section 2B.13)
* All-Way Stop Control Warrant B: Sight Distance (see Section 2B.14)
* All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (see Section 2B.15)
* All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (see Section 2B.16)
* All-Way Stop Control Warrant E: Other Factors (see Section 2B.17)
Option:
[04] The decision to install all-way stop control on site roadways open to public travel may be based on engineering judgment.
Standard:
Section 2B.13 All-Way Stop Control Warrant A: Crash Experience
Option:
[01] All-way stop control may be installed at an intersection where an engineering study indicates that:
* For a four-leg intersection, there are five or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control.
* For a three-leg intersection, there are four or more reported crashes in a 12-month period or five or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control.
Section 2B.14 All-Way Stop Control Warrant B: Sight Distance
Option:
[01] All-way stop control may be installed at an intersection where an engineering study indicates that sight distance on the minor-road approaches controlled by a STOP sign is not adequate for a vehicle to turn onto or cross the major (uncontrolled) road.
Support:
[02] At such a location, a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop.
Section 2B.15 All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection
Option:
[01] All-way stop control may be installed at locations where all-way stop control is an interim measure that can be installed to control traffic while arrangements are being made for the installation of a traffic control signal (see Chapter 4C) at the intersection or for the installation of yield control at a circular intersection.
Section 2B.16 All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles)
Option:
[01] All-way stop control may be installed at an intersection where an engineering study indicates:
* The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the majorstreet approaches is at least 300 units per hour for each of any 8 hours of a typical day; and
* The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the minorstreet approaches is at least 200 units per hour for each of any of the same 8 hours.
[02] If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants may be reduced to 70 percent of the values given in Items A and B in Paragraph 1 of this Section.
Section 2B.17 All-Way Stop Control Warrant E: Other Factors
Option:
[01] All-way stop control may be installed at an intersection where an engineering study indicates that all-way stop control is needed due to other factors not addressed in the other all-way stop control warrants. Such other factors may include, but are not limited to, the following:
* The need to control left-turn conflicts,
* An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection, or
* Where pedestrian and/or bicyclist movements support the installation of all-way stop control.
Section 2B.18 STOP Sign or YIELD Sign Placement
Standard:
[01] The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.35) shall be installed in advance of the STOP sign or a Yield Ahead sign (see Section 2C.35) shall be installed in advance of the YIELD sign.
[02] The STOP or YIELD sign shall be located as close as practicable to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate.
Support:
[04] Section 2A.05 contains information about mounting signs back-to-back with a STOP or YIELD sign.
Guidance:
[05] STOP or YIELD signs should not be placed farther than 50 feet from the edge of the pavement of the intersected roadway (see Drawing F in Figure 2A-3).
[06] Supplemental plaques used in conjunction with a STOP or YIELD sign should be limited to those specified for such use in this Manual.
Option:
[07] Where drivers proceeding straight ahead must yield to traffic approaching from the opposite direction, such as at a one-lane bridge, a TO ONCOMING TRAFFIC (R1-2aP) plaque (see Figure 2B-1) may be mounted below the YIELD sign.
[08] Where drivers must yield to traffic in a multi-lane roundabout, a TO TRAFFIC IN CIRCLE (R1-2bP) or TO ALL LANES (R1-2cP) plaque (see Figure 2B-1) may be mounted below the YIELD sign.
Support:
[09] Figure 2A-3 shows examples of some typical placements of STOP signs and YIELD signs.
[10] Section 2A.13 contains additional information about separate and combined mounting of other signs with STOP or YIELD signs.
Guidance:
[11] Stop lines that are used to supplement a STOP sign should be located as described in Section 3B.19. Yield lines that are used to supplement a YIELD sign should be located as described in Section 3B.19.
[12] Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.
[13] Except at roundabouts and channelized right-turn lanes, where there is a marked crosswalk at the intersection, the YIELD sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.
[14] Where two roads intersect at an acute angle, the STOP or YIELD sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply.
[15] If a raised splitter island is available on the left-hand side of a multi-lane roundabout approach, an additional YIELD sign should be placed on the left-hand side of the approach.
Option:
[16] If a raised splitter island is available on the left-hand side of a single-lane roundabout approach, an additional YIELD sign may be placed on the left-hand side of the approach.
[17] At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, an additional STOP or YIELD sign may be installed on the left-hand side of the road and/or a stop or yield line may be used to improve observance of the right-of-way control. At channelized intersections or at divided roadways separated by a median or divisional island, the additional STOP or YIELD sign may be placed on a channelizing island, or in the median or on the divisional island. An additional STOP or YIELD sign may also be placed overhead facing the approach at the intersection to improve observance of the right-of-way control.
Standard:
[18] More than one STOP sign or more than one YIELD sign shall not be placed on the same support facing in the same direction.
Option:
Section 2B.19 Yield Here To Pedestrians Signs and Stop Here For Pedestrians Signs (R1-5 Series)
Support:
[01] The R1-5 series signs are intended to mitigate the scenario that can place pedestrians at risk by blocking other drivers’ view of pedestrians and by blocking the pedestrians’ view of the vehicles approaching in the adjacent lanes.
Standard:
[02] Yield Here to (Stop Here for) Pedestrians (R1-5, R1-5a, R1-5b, R1-5c, R1-5d, and R1-5e) signs (see Figure 2B-2) shall be used if yield (stop) lines are used in advance of a marked crosswalk only where it crosses an uncontrolled multi-lane approach. The Stop Here for Pedestrians signs shall only be used where the law specifically requires that a driver must stop for a pedestrian in a crosswalk. The legend STATE LAW shall not be displayed on the R1-5 series signs.
Guidance:
[03] If yield (stop) lines and Yield Here to (Stop Here for) Pedestrians signs are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, the signs should be placed 20 to 50 feet in advance of the nearest edge of the crosswalk (see Section 3B.19 and Figure 3B-16).
Standard:
[04] When used with a School Crossing assembly within school zones (see Part 7), the R1-5a and R1-5c signs shall be used in place of the R1-5 and R1-5b signs in accordance with Paragraph 2 of this Section.
[05] When used with a Trail Crossing assembly (see Section 2C.54), the R1-5d and R1-5e signs shall be used in place of the R1-5 and R1-5b signs in accordance with Paragraph 2 of this Section.
Guidance:
[06] When Yield Here to (Stop Here for) Pedestrians signs are provided in advance of a crosswalk across an multi-lane approach, parking should be prohibited in the area between the yield (stop) line and the crosswalk.
[07] Yield (stop) lines and Yield Here to (Stop Here for) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.'
Option:
[08] Yield Here to (Stop Here for) Pedestrians signs may be used in accordance with Paragraphs 2 through 4 of this Section even if yield (stop) lines are not used.
[09] A Pedestrian Crossing (W11-2) warning sign may be placed overhead or may be post-mounted with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location where Yield Here to (Stop Here for) Pedestrians signs have been installed in advance of the crosswalk.
Standard:
[10] If a W11-2 sign is post-mounted at the crosswalk location where a Yield Here to (Stop Here for) Pedestrians sign is used on the approach, the Yield Here to (Stop Here for) Pedestrians sign shall not be placed on the same post as the W11-2 sign.
Option:
[11] An advance Pedestrian Crossing (W11-2) warning sign with an AHEAD or a distance supplemental plaque may be used in conjunction with a Yield Here to (Stop Here for) Pedestrians sign on the approach to the same crosswalk.
[12] In-Street Pedestrian Crossing signs and Yield Here to (Stop Here for) Pedestrians signs may be used together at the same crosswalk.
Section 2B.20 In-Street and Overhead Pedestrian and Trail Crossing Signs (R1-6 and R1-9 Series)
Option:
[01] The In-Street Pedestrian Crossing (R1-6 or R1-6a) sign (see Figure 2B-2), In-Street Trail Crossing (R1-6d or R1-6e) sign (see Figure 2B-2), the Overhead Pedestrian Crossing (R1-9 or R1-9a) sign (see Figure 2B-2), or the Overhead Trail Crossing (R1-9d or R1-9e) sign (see Figure 2B-2) may be used to remind road users of laws regarding right-of-way at an unsignalized crosswalk. The legend STATE LAW may be displayed at the top of the R1-6 series and R1-9 series signs if applicable. On the R1-6 series signs, the legends STOP or YIELD may be used instead of the appropriate STOP sign or YIELD sign symbol.
Figure 2B-2. Unsignalized Pedestrian Crosswalk Signs
Standard:
[03] The STOP FOR legend shall only be used in States where the State law specifically requires that a driver must stop for a pedestrian or a bicyclist in a crosswalk.
[04] If used, In-Street Pedestrian or Trail Crossing signs shall only be placed in the roadway at the crosswalk location on the center line, on a median island, on a lane line, or on an edge line.
[05] The In-Street Pedestrian or Trail Crossing sign shall not be post-mounted on the left-hand or righthand side of the roadway.
Support:
[06] Section 3I.02 contains information about the use of tubular markers to provide additional emphasis for a pedestrian crossing.
Standard:
[07] If used, the Overhead Pedestrian or Trail Crossing sign shall be placed over the roadway at the crosswalk location.
[08] When used at an uncontrolled crossing, the In-Street or Overhead Pedestrian Crossing sign shall be used only as a supplement to a Pedestrian Crossing (W11-2) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location.
[09] When used at an uncontrolled crossing, the In-Street or Overhead Trail Crossing sign shall be used only as a supplement to a Trail Crossing (W11-15) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location.
[10] An In-Street or Overhead Pedestrian or Trail Crossing sign shall not be placed in advance of the crosswalk to educate road users about the State law prior to reaching the crosswalk, nor shall it be installed as an educational display that is not near any crosswalk.
Guidance:
[11] If an island (see Chapter 3J) is available, the In-Street Pedestrian or Trail Crossing sign, if used, should be placed on the island.
Option:
[12] In-Street Pedestrian or Trail Crossing signs may be mounted back-to-back in the median or on the center line of an undivided roadway.
Standard:
[13] The In-Street Pedestrian or Trail Crossing sign and the Overhead Pedestrian Crossing or Trail sign shall not be used at crosswalks on approaches controlled by a traffic control signal, pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon.
[14] Except where the In-Street Crossing sign is placed on a physical island, the sign support shall be designed to bend over and then bounce back to its normal vertical position when struck by a vehicle.
Option:
[15] The In-Street and Overhead Pedestrian and Trail Crossing sign may be used at intersections or midblock pedestrian crossings with flashing beacons.
Support:
[16] The provisions of Section 2A.15 concerning mounting height are not applicable for the In-Street Pedestrian Crossing sign. Section 2A.18 contains information about sign mounting methods.
Standard:
[17] The top of an In-Street Pedestrian or Trail Crossing sign shall be a maximum of 4 feet above the pavement surface. The top of an In-Street Pedestrian or Trail Crossing sign placed in an island shall be a maximum of 4 feet above the island surface.
Option:
[18] The In-Street Pedestrian Crossing or Trail Crossing signs may be used seasonally to prevent damage in winter because of plowing operations, and may be removed at night if the pedestrian activity at night is minimal.
SPEED LIMIT SIGNS AND PLAQUES
Section 2B.21 Speed Limit Sign (R2-1)
Support:
[01] In general, the maximum speed limits applicable to rural and urban roads are established:
* Statutorily – a maximum speed limit applicable to a particular class of road, such as freeways or city streets, that is established by State law; or
* As speed zones – based on engineering studies.
[02] State statutory limits might restrict the maximum speed limit that can be established on a particular road, notwithstanding what an engineering study might indicate.
[03] Agencies with designated authorities to set speed limits, which include States, and sometimes local jurisdictions, can establish non-statutory speed limits or designate reduced speed zones using an engineering study. Setting appropriate speed limits is especially important to ensure safety for all road users in varying types of contexts, particularly on roadways where adjacent land use suggests that trips could be served by varied modes. These situations include urban and suburban non-freeway arterials or rural arterials that serve as main streets in smaller communities, consistent with the context classifications of urban core, urban, suburban, and rural towns found in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO. When setting a speed limit, a range of factors such as land-use context, pedestrian and bicyclist activity, crash history, intersection spacing, driveway density, roadway geometry, roadside conditions, roadway functional classification, traffic volume, and observed speeds can influence the speed limit determined in the engineering study. The engineering study will determine which of the recommended factors will prevail in setting the speed limit.
[04] Jurisdictions can use speed limit setting tools and methods such as expert systems and those consistent with the safe system approach as part of the required engineering study for a non-statutory speed limit. As speed limit setting tools vary, jurisdictions need to be aware of their limitations and advantages, possible variation between the tools and the need to explore gaps or weaknesses of tools, and weigh the output accordingly in consideration of setting speed limits.
[05] To achieve desired operating speeds, agencies often implement other speed management strategies concurrently with setting speed limits, such as traffic calming measures, geometric design features, speed safety cameras, and increased enforcement.
Standard:
[06] Speed zones (other than statutory speed limits) shall only be established on the basis of an engineering study that has been performed in accordance with traffic engineering practices. The engineering study shall consider the roadway context.
Guidance:
[07] Among the factors that should be considered when conducting an engineering study for establishing or reevaluating speed limits within speed zones are the following:
* Roadway environment (such as roadside development, number and frequency of driveways and access points, and land use), functional classification, public transit volume and location or frequency of stops, parking practices, and pedestrian and bicycle facilities and activity;
* Roadway characteristics (such as lane widths, shoulder condition, grade, alignment, median type, and sight distance);
* Geographic context (such as an urban district, rural town center, non-urbanized rural area, or suburban area), and multi-modal trip generation;
* Reported crash experience for at least a 12-month period;
* Speed distribution of free-flowing vehicles including the pace, median (50th-percentile), and 85th-precentile speeds; and F. A review of past speed studies to identify any trends in operating speeds.
[08] When the 85th-percentile speed is appreciably greater than the posted speed limit, and the roadway context does not support setting a higher speed limit, the engineering study should consider whether changes to geometric features, enforcement, and/or other speed-reduction countermeasures might improve compliance with the posted speed limit. A similar approach should be used if the results of past speed studies indicate that the 85th-percentile speed has consistently increased.
[10] On a freeway, expressway, or rural highway (outside urbanized locations or conditions), the speed limit that is posted within a speed zone should be within 5 mph of the 85th-percentile speed of free-flowing motor-vehicle traffic under the following conditions:
* All factors described in Paragraph 7 of this Section have been considered and determined to be non-mitigating, and
* The measures described in Paragraph 8 of this Section have been considered to the extent practicable.
[11] State and local agencies should conduct engineering studies to reevaluate non-statutory speed limits on segments of their roadways that have undergone significant changes since the last review (such as changes to roadway context, the addition or elimination of parking or driveways, changes in the number of travel lanes, changes in the configuration of bicycle lanes, changes to road geometrics, changes in traffic control signal coordination, or significant changes in traffic volumes).
[12] Speed studies for signalized intersection approaches should be taken outside the influence area of the traffic control signal, which is generally considered to be approximately 1/2 mile, to avoid obtaining skewed results for the speed distribution. If the signal spacing is less than 1 mile, the speed study should be at approximately the middle of the segment.
Standard:
[13] The Speed Limit (R2-1) sign (see Figure 2B-3) shall display the limit established by law, ordinance, regulation, or as adopted by the authorized agency based on an engineering study. The speed limits displayed shall be in multiples of 5 mph.
[14] Speed Limit (R2-1) signs, indicating speed limits for which posting is required by law, shall be located at the points of change from one speed limit to another.
[15] At the downstream end of the section to which a particular speed limit applies, a Speed Limit sign showing the next speed limit shall be installed.
[16] Speed Limit signs indicating the statutory speed limits shall be installed at entrances to the State and, where appropriate, at jurisdictional boundaries in urban areas.
Guidance:
[17] Additional Speed Limit signs should be installed beyond interchanges and major intersections and at other locations where it is necessary to remind road users of the speed limit that is applicable.
Support:
[18] The “Traffic Control Devices Handbook” contains suggested criteria on the spacing of speed limit signs.
Option:
[19] If a jurisdiction has a policy of installing Speed Limit signs in accordance with statutory requirements only on the streets that enter a city, neighborhood, or residential area to indicate the speed limit that is applicable to the entire city, neighborhood, or residential area unless otherwise posted, a CITYWIDE (R2-5aP), NEIGHBORHOOD (R2-5bP), or RESIDENTIAL (R2-5cP) plaque may be mounted above the Speed Limit sign and an UNLESS OTHERWISE POSTED (R2-5P) plaque may be mounted below the Speed Limit sign (see Figure 2B-3).
Support:
[20] Section 2C.40 contains information about the use of speed zone signs to inform road users of a reduced or variable speed zone to provide advance notice to comply with the posted speed limit ahead.
Option:
[21] If a W3-5b sign is posted to provide notice of a variable speed zone, an END VARIABLE SPEED LIMIT (R2-13) sign (see Figure 2B-3) may be installed at the downstream end of the zone to provide notice to road users of the termination of the speed zone.
Standard:
[22] If a W3-5c sign is posted to provide notice of a truck speed zone, an END TRUCK SPEED LIMIT (R2-14) sign (see Figure 2B-3) shall be installed at the downstream end of the zone to provide notice to road users of the termination of the speed zone.
Guidance:
[23] An advisory speed plaque (see Section 2C.59) mounted below a warning sign should be used to warn road users of an advisory speed for a roadway condition. A Speed Limit sign should not be used for this purpose.
Figure 2B-3. Speed Limit Signs and Plaques
Option:
[25] Two types of Speed Limit signs may be used: one to designate passenger car speeds, including any nighttime information or maximum or minimum speed limit that might apply; and the other to show any special speed limits for trucks and other vehicles.
Guidance:
[26] No more than three speed limits should be displayed on any one Speed Limit sign or assembly.
Option:
[27] A variable speed limit sign that changes the speed limit for traffic and ambient conditions may be installed provided that the appropriate speed limit is displayed at the proper times and locations in accordance with Paragraphs 9 and 10 of this Section.
Standard:
Support:
[29] Section 2C.13 contains information about the use of a Vehicle Speed Feedback plaque mounted below a Speed Limit sign that displays to approaching drivers the speed at which they are traveling.
[30] Advisory speed signs and plaques are discussed in Sections 2C.12 and 2C.59. Temporary traffic control zone speed signs are discussed in Part 6. The WORK ZONE (G20-5aP) plaque intended for installation above a Speed Limit sign is discussed in Section 6G.08. School Speed Limit signs are discussed in Section 7B.05.
Section 2B.22 Vehicle Speed Limit Plaques (R2-2P Series)
Standard:
[01] Where a special speed limit applies to certain classes of vehicles, the Truck Speed Limit (R2-2P) plaque, Bus Speed Limit (R2-2aP) plaque, Truck-Bus Speed Limit (R2-2bP) plaque, or Vehicles over X Tons Speed Limit (R2-2cP) plaque (see Figure 2B-3) shall be displayed below the Speed Limit (R2-1) sign, except as provided in Paragraph 2 of this Section.
Option:
[02] The legend of a Vehicle Speed Limit (R2-2P series) plaque may be combined in a single sign and displayed below the SPEED LIMIT XX legend, similar to the Combined Maximum and Minimum Speed Limits (R2-4a) sign (see Section 2B.24).
[03] A different vehicle class legend may be substituted on the R2-2P series plaque for other classes of vehicles not included in Paragraph 1 of this Section.
Section 2B.23 Night Speed Limit Plaque (R2-3P)
Standard:
[01] Where different speed limits are prescribed for day and night, both limits shall be posted.
Guidance:
[02] A Night Speed Limit (R2-3P) plaque (see Figure 2B-3) should be reversed using a white retroreflective legend and border on a black background.
Option:
[03] A Night Speed Limit plaque may be combined with or installed below the standard Speed Limit (R2-1) sign.
Section 2B.24 Minimum Speed Limit Plaque (R2-4P) and Combined Maximum and Minimum Speed Limits Sign (R2-4a)
Standard:
[01] A Minimum Speed Limit (R2-4P) plaque (see Figure 2B-3) shall be displayed only in combination with a Speed Limit sign. Where used, the R2-4P plaque shall be mounted below a Speed Limit (R2-1) sign.
Option:
[02] Where engineering judgment determines that slow speeds on a highway might impede the normal and reasonable movement of traffic, the Minimum Speed Limit (R2-4P) plaque may be installed below a Speed Limit (R2-1) sign to indicate the minimum legal speed. In lieu of a sign assembly with the R2-1 sign and R2-4P plaque, the Combined Maximum and Minimum Speed Limits (R2-4a) sign may be used.
Section 2B.25 Higher Fines Signs and Plaque (R2-6P, R2-10, and R2-11)
Standard:
[01] Except as provided in Paragraph 3 of this Section, if increased fines are imposed for traffic violations within a designated zone of a roadway, a BEGIN HIGHER FINES ZONE (R2-10) sign (see Figure 2B-3) or a FINES HIGHER (R2-6P) plaque (see Figure 2B-3) shall be used to provide notice to road users.
[02] If an R2-10 sign or an R2-6P plaque is posted to provide notice of increased fines for traffic violations, an END HIGHER FINES ZONE (R2-11) sign (see Figure 2B-3) shall be installed at the downstream end of the zone to provide notice to road users of the termination of the increased fines zone.
Option:
[03] The BEGIN HIGHER FINES ZONE (R2-10) sign or FINES HIGHER (R2-6P) plaque may be omitted where the higher fines zone is established by statute.
Guidance:
Guidance:
[09] When a gate that is rotated in a horizontal plane is in the position where it is parallel to traffic (indicating that the roadway is open), the outer end of the gate arm should be rotated to the downstream direction (from the perspective of traffic in the lane adjacent to the gate support) to prevent spearing if the gate is struck by an errant vehicle.
Standard:
[10] If red lights are attached to a traffic gate, the red lights shall be steadily illuminated or flashed only during the period when the gate is in the horizontal or closed position and when the gate is in the process of being opened or closed.
[11] Except as provided in Paragraph 6 of this Section, rolling sections of fence, if used, shall include either a horizontal strip of retroreflective sheeting on both sides of the fence with vertical stripes alternately red and white at 16-inch intervals measured horizontally to simulate the appearance of a gate arm in the horizontal position, or one or more Type 4 object markers (see Section 2C.73), or both. If a horizontal strip of retroreflective sheeting is used, the bottom of the sheeting shall be located 3.5 to 4.5 feet above the roadway surface.
This work is in the public domain in the United States because it is a work of the United States federal government (see 17 U.S.C. 105).
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