Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads

Transcription

1 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads Fourth Edition, 2017 Kansas LTAP meets the needs of road and bridge departments in local governments for information, training and technical assistance. Kansas County Highway Association Kansas Association of Counties Kansas Local Technical Assistance Program 1536 West 15th Street Room G520 Lawrence, Kansas phone: (785) fax: (785)

2 Printing, design and technical assistance for this handbook was provided by the Kansas Local Technical Assistance Program at the Kansas University Transportation Center. The Kansas University Transportation Center makes no claims, promises or guarantees about the accuracy, completeness, or adequacy of the contents of this handbook and expressly disclaims liability for errors and omissions in its contents. Any engineering practices and procedures set forth in this handbook shall be implemented by or under the supervision of a licensed professional engineer in accordance with Kansas state statutes dealing with the technical professions. The University of Kansas is an equal opportunity/affirmative action institution. Copyright 2017, KU Transportation Center. All rights reserved. Reproduction of this publication requires written permission. Cover photo: Gerald J. Wiens, Fur & Feathers Photography, Marion KS. wiensphoto.com

3 KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS FORWARD The purpose of the Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads (a.k.a. Kansas LVR Handbook) is to provide guidance to counties and townships for complying with the Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition with Revisions 1 and 2 on their low-volume rural roads. The standards in the MUTCD apply to all public roads, but the application of the standards and guidance is based on engineering judgment. Engineering judgment takes into account site-specific conditions including the type of road and characteristics of drivers and vehicles using the road. This Handbook provides help for interpreting the guidance statements in the MUTCD. The statewide use of this Handbook should result in more consistent signing of local roads for more consistent driver expectations. The MUTCD details the standards, recommendations and options for traffic control devices on public roads in Kansas and most of the United States. This Handbook is relatively brief because it was developed to just include typical situations that might be encountered in a rural area on low-volume roads. Refer to the MUTCD for situations not included in this Handbook. Use the guidance in this Handbook only on low-volume rural roads. Counties and townships in Kansas maintain about 109,000 miles of road. At the time of publication only 19 of 105 counties and no townships have professional engineers on staff. Therefore, Kansas has a vast majority of counties and townships with limited technical training on the application of the MUTCD to the roads for which they are responsible. Each agency is expected to abide by the requirements in the MUTCD and to exercise engineering judgment on the proper application of those requirements and recommendations. The Kansas LVR Handbook is intended for county engineers, county road supervisors, township boards, and other local officials with rural road responsibilities. DISCLAIMER This LVR Handbook is meant to provide completely compatible, supplementary material as an aid to understanding and complying with the Manual on Uniform Traffic Control Devices, 2009 Edition (MUTCD). In the case of any actual or implied difference between this Handbook and the MUTCD, the MUTCD would govern. The Kansas LVR Handbook provides guidance on complying with the MUTCD and is not a standard. ACKNOWLEDGEMENT AND HISTORY This document is the fourth edition of what was previously titled Handbook of Traffic Control Practices for Low- Volume Rural Roads. The previous editions were dated 1981, 1991 and 2005, and are superseded by this Handbook. Much of the content of this Handbook is based on the previous editions and the work of the previous project directors: Dr. Bob L. Smith, P.E. and Dr. Eugene R. Russell, P.E. of the Civil Engineering Department at Kansas State University.

4 KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS Principal Author Norman L. Bowers, P.E. & P.S. Local Road Engineer Kansas Association of Counties Topeka, Kansas Technical Advisor Mehrdad Givechi, P.E., PTOE Traffic/Safety Engineer Kansas LTAP, University of Kansas Transportation Center Lawrence Kansas Advisory Committee: Design and Maintenance Standards Committee of Kansas County Highway Association: Keith Browning, P.E., Douglas County Penny L. Evans, P.E., Sedgwick County Leon Hobson, P.E., Riley County Darryl Lutz, P.E., Butler County Glen Tyson, Osage County Tod Salfrank, Kansas Department of Transportation, Bureau of Local Projects TABLE OF CONTENTS CHAPTER 1 - INTRODUCTION The MUTCD Traffic Control Devices Definition Low-Volume Road Definition Engineering Judgment Engineering Study Standards, Guidance, Option and Support Headings Basis for Installing Traffic Control Devices Interpreting Guidance on Low-Volume Road Implementing MUTCD Revisions Maintenance Retroreflectivity of Signs Sign Classifications Pavement Markings...5 CHAPTER 3 - GENERAL PRINCIPLES OF SIGN LOCATION Requirements of Traffic Control Devices General Visibility Considerations Side of Road Separate Posts Orientation Vertical Placement (Mounting Height) Lateral Placement Longitudinal Placement of Regulatory Signs Longitudinal Placement of Advance Warning Signs Size of Signs Sign Support Systems (Posts)...14 CHAPTER 2 - DRIVER BEHAVIOR PRINCIPLES Driver Expectancy Consistency Road Classification...7 CHAPTER 4 - HORIZONTAL ALIGNMENT AND INTERSECTION WARNING SIGNS General Intersection Warning Signs Horizontal Alignment Warning Signs Chevron Alignment Sign (W1-8) Delineators...18

5 CHAPTER 5 - COMMON WARNING SIGNS STOP AHEAD and YIELD AHEAD Signs (W3-1 and W3-2) REDUCED SPEED LIMIT AHEAD Signs (W3-5 and W3-5a) DEAD END or NO OUTLET Sign (W14-1, W14-1a, W14-2, W14-2a) NO TRAFFIC SIGNS Sign (W18-1) ROAD MAY FLOOD Sign (W8-18) SCHOOL BUS STOP AHEAD Sign (S3-1) Vehicular Traffic Warning Sign (W11 Series and W8-6) Non-Vehicular Warning Signs (W11 Series) Supplemental Plaques End of Road Markers (OM-4) NO PASSING ZONE Sign (W14-3) PAVEMENT ENDS Sign (W8-3)...21 CHAPTER 6 - REGULATORY SIGNS Introduction STOP and YIELD Signs (R1-1 and R1-2) MULTI-WAY STOP SPEED LIMIT Sign (R2 Series) WEIGHT LIMIT Signs (R12-1 to R12-5)...23 CHAPTER 8 - NARROW BRIDGES, CULVERTS AND ROADSIDE OBSTACLES General Positive Guidance Tapering Technique NARROW BRIDGE Sign (W5-2) ONE LANE BRIDGE Sign (W5-3) Object Markers Markings for Objects Within the Roadway Markings for Objects Adjacent to the Roadway Object Markers and Farm Equipment...30 CHAPTER 9 LOW-WATER STREAM CROSSINGS General ROAD MAY FLOOD Sign (W8-18) IMPASSABLE DURING HIGH WATER Sign DO NOT ENTER WHEN FLOODED Advisory Speed Plaque (W13-1P) and Supplemental Distance Plaque (W16-2P) Guidance on Signing Longitudinal Placement of Signs...31 CHAPTER 7 - RAILROAD GRADE CROSSINGS Description and Use of Key Traffic Control Devices Crossbuck Assembly STOP and YIELD Signs on Crossbuck STOP AHEAD and YIELD AHEAD Signs Pavement Markings Advance Warning Signs (W10 Series) Low-Ground Clearance Highway-Rail Grade Crossing Sign (W10-5) Rough Crossing Sign (W10-15P)...26 CHAPTER 10 - TEMPORARY TRAFFIC CONTROL General Guidance Detours Flagger Qualifications High-visibility Safety Apparel Channelization Devices Type 3 Barricade Temporary Traffic Control Signs for Low-Volume Roads Workers Signs (W21-1 and W21-1a) Detour Signs (M4-9 and M4-10)...33

6 10.9 Road Closed Sign (R11-2) Local Traffic Only Signs (R11-3a and R11-4) Mounting of Temporary Traffic Control Signs Typical Applications (TA) General Items Position of Advance Warning Signs in Work Zones Typical Application - Gravel Road Maintenance (Dragging) Typical Application - Mobile Operations on Road Type B, C, and D Typical Application Mobile Operations (Patching-Striping) on Paved Road Type A Typical Application - Lane Closure on Minor Road Types B and and C Typical Application - Lane Closure Using Flagger Typical Application: Self-Regulating Work Zone Typical Application - Road Closure...38 BIBLIOGRAPHY AND REFERENCES... 39

7 KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS CHAPTER 1 - INTRODUCTION 1.0 The MUTCD The Federal Highway Administration (FHWA) develops a national traffic control devices manual through the federal rule making process. This federal manual is currently the Manual on Uniform Traffic Control Devices, 2009 Edition with Revisions 1 and 2 (MUTCD). The MUTCD is recognized as the national standard for traffic control devices on public streets, roads, and highways, as well as private roads open to public travel. Kansas law (K.S.A ) directs the Secretary of Transportation to adopt a manual and specifications for a uniform system of traffic control devices for use upon highways within Kansas. K.S.A (s) defines a highway as every way or place of whatever nature open to the use of the public as a matter of right for the purpose of vehicular travel. The term highway shall not be deemed to include a roadway or driveway upon grounds owned by private owners, colleges, universities or other institutions. On December 16, 2011, the Secretary of Transportation adopted the 2009 Edition of the MUTCD for use on highways within Kansas. The MUTCD can be downloaded at no charge from the FHWA website. In this Handbook, where written material has been copied verbatim from the MUTCD, it is italicized and shown in quotation marks. Important changes from previous versions of the MUTCD are underlined for emphasis. 1.1 Traffic Control Devices Definition Section 1A.13 of the MUTCD defines a traffic control device: Traffic Control Device - a sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, private road open to public travel, pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction, or, in the case of a private road open to public travel, by authority of the private owner or private official having jurisdiction. On low-volume rural roads there are seldom signals or pavement markings and the predominant traffic control devices are signs and object markers. 1.2 Low-Volume Road Definition Part 5 of the MUTCD applies to low-volume roads. Section 5A.01 of the MUTCD defines a low-volume road: A low-volume road shall be a facility lying outside of built-up areas of cities, towns, and communities, and it shall have a traffic volume of less than 400 Annual Average Daily Traffic (AADT). A residential street in a neighborhood is not a low-volume road. This Handbook uses the same definition of a low-volume road as the MUTCD. 1.3 Engineering Judgment Section 1A-13 of the MUTCD defines engineering judgment as: Engineering Judgment - the evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. Engineering judgment shall be exercised by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required. In Sec. 1A.09, the MUTCD recognizes there are agencies without engineers on staff, and provides support for technical training and guidance. Agencies without engineers need to exercise common sense and engineering judgment to carry out the intent of the MUTCD. Some engineering judgment is included in the guidance provided in this Handbook. If unsure of a situation, agencies that do not have trained engineers on their staffs should seek training or engineering assistance from others. Kansas has a Local Technical Assistance Program (LTAP) that provides training and technical assistance to local highway agencies. Assistance may also be obtained from a neighboring agency, Kansas Association of Counties, Kansas Department of Transportation, or a consulting engineer. 1.4 Engineering Study Section 1A-13 of the MUTCD defines an engineering study as: Engineering Study - the comprehensive analysis and evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. An engineering study shall be performed by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

8 The MUTCD requires an engineering study for the following: 2B.04 - STOP or YIELD sign placement at intersection on higher volume roadway. Sec 2B.07 - All way stop control at intersection Sec 2B.13 and 5B.03 - Speed Zones* Sec 2C.08 - Advisory speed plaque on curve sign Sec 3B.02 - Location of No Passing Zones Sec 8B.04 - STOP sign at passive railroad crossings *Note: See K.S.A for Kansas specific speed limit requirements. 1.5 Standards, Guidance, Option and Support Headings The MUTCD has four categories of text: Standard, Guidance, Option, and Support. These four categories define the level of compliance required or nature of the text that follows. The general format of each section of the MUTCD will contain Standards, Guidance, Options, and Support. Section 1A.13 contains the definitions: Standard: 01 When used in this Manual, the text headings of Standard, Guidance, Option, and Support shall be defined as follows: A. Standard - a statement of required, mandatory, or specifically prohibitive practice regarding a traffic control device. All Standard statements are labeled, and the text appears in bold type. The verb shall is typically used. The verbs should and may are not used in Standard statements. Standard statements are sometimes modified by Options. B. Guidance - a statement of recommended, but not mandatory, practice in typical situations, with deviations allowed if engineering judgment or engineering study indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold type. The verb should is typically used. The verbs shall and may are not used in Guidance statements. Guidance statements are sometimes modified by Options. C. Option - a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometime contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb may is typically used. The verbs shall and should are not used in Option statements. D. Support - an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs shall, should, and may are not used in Support statements. To emphasize and differentiate standards from guidance, options and support, standards are printed in bold print in both the MUTCD and this Handbook. 1.6 Basis for Installing Traffic Control Devices Section 1A.09 of the MUTCD states that the MUTCD describes the application of traffic control devices, but shall not be a legal requirement for their installation. The MUTCD provides Standards, Guidance, and Options for design and applications of traffic control devices, but should not be considered a substitute for engineering judgment. For lowvolume roads, the Standards, Guidance, Option and Support of the MUTCD s Section 5 apply. If the situation cannot be found in Section 5, then other sections of the MUTCD may be applicable. The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. Engineering study or judgment is not an arbitrary decision but is based on the totality of the circumstances. Signs should be used only where warranted by facts and field conditions. Signs are essential where special regulations apply at specific places or at specific times, or where hazards are not self-evident. For both an engineering study or judgment, factors to be considered include type of area, type of road, use of the road, types of vehicles traveling the road, traffic volume, speed, consistency, sight distance, and perhaps more. 1.7 Interpreting Guidance on Low-Volume Road In the MUTCD, guidance is a statement of recommended, but not mandatory, practice in a typical situation, with deviations allowed if engineering judgment or an engineering study indicates the deviations to be appropriate. Major factors in interpreting applicability of a guidance statement are the road type and site-specific conditions. Drivers expect and need less traffic control on low-volume roads. The guidance statements (recommendations) in the MUTCD are less applicable for roads that are less traveled and less improved. This Handbook provides help in interpreting MUTCD guidance statements for use on low-volume roads. Interpretation of guidance statements in this LVR Handbook are the opinions of the author based on research, studies, typical practice and experience on low-volume roads. These interpretations have been reviewed for reasonableness and current practice by the advisory committee. Advisory committee members are engineers and supervisors at the county level who have decades of experience in practical application and engineering judgment related to low-volume roads. The daily exposure at the county level to issues involving low-volume roads, such as traffic control, crashes, citizen expectations, budget limitations and maintenance issues makes county engineers uniquely qualified to make engineering judgments on traffic control devices. The official using this LVR Handbook needs to consider the recommendations of 2 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

9 the Handbook along with the specific site conditions and local knowledge to provide consistent traffic control practices. The objective is to provide a roadway system in which a prudent driver, even a stranger to the area, will be able to safely travel the roads. 1.8 Implementing MUTCD Revisions When a new MUTCD is adopted, complying with the revisions in the new version is accomplished in two ways: 1) All new installations and existing signs that are no longer serviceable when replaced due to damage, age, etc. shall comply with the new MUTCD; or 2) some revisions are published with compliance dates. These dates are listed in Table I-2 in the introduction section of the MUTCD. See Table I-2 of Revision 2 of the 2009 MUTCD for a full list of compliance dates. (All compliance dates that were previously published in Table I-2 of the original 2009 MUTCD and that do not appear in this revised table have been eliminated.) A brief listing of compliance dates for typical signs and requirements that apply to low-volume roads is shown below. 1.9 Maintenance The MUTCD addresses sign maintenance in two sections listed below. While maintenance is not categorized as a standard in the MUTCD, inadequate maintenance of signs is a common claim in lawsuits seeking damages from road agencies. Maintenance is not considered a discretionary decision in the Kansas Tort Claims Act. Section 1A.05 Maintenance of Traffic Control Devices Guidance: 01 Functional maintenance of traffic control devices should be used to determine if certain devices need to be changed to meet current traffic conditions. Table 1-2 Target Compliance Dates 2009 MUTCD Section Number(s) and Title 2A.08 Maintaining Minimum Retroreflectivity Specific Provision Implementation and continued use of an assessment or management method that is designed to maintain regulatory and warning sign retroreflectivity at or above the established minimum levels (see Paragraph 2) Compliance Date 2 years from the effective date of this revision of the 2009 MUTCD* 2A.19 Lateral offset Crashworthiness of sign supports on roads with posted speed limit of 50 mph or higher (see Paragraph 2) January 17, 2013 (date established in the 2000 MUTCD) 6D.03** Worker Safety Considerations New requirement in the 2009 MUTCD that all workers within the right-of-way shall wear highvisibility apparel (see Paragraphs 4, 6, and 7) December 31, E.02** High-Visibility Safety Apparel New requirement in the 2009 MUTCD that all flaggers within the right-of-way shall wear highvisibility apparel December 31, B.03, 8B.04 Grade Crossing (Crossbuck) Signs and Supports Retroreflective strip on Crossbuck sign and support (see Paragraph 7 in Section 8B.03 and Paragraphs 15 and 18 in Section 8B.04) December 31, B.04 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings New requirement in the 2009 MUTCD for the use of STOP or YIELD signs with Crossbuck signs at passive grade crossings December 31, 2019 * Types of signs other than regulatory or warning are to be added to an agency s management or assessment method as resources allow. ** MUTCD requirement is a result of a legislative mandate. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

10 02 Physical maintenance of traffic control devices should be performed to retain the legibility and visibility of the device, and to retain the proper functioning of the device. Support: 03 Clean, legible, properly mounted devices in good working condition command the respect of road users. Section 2A.22 Maintenance Guidance: 01 Maintenance activities should consider proper position, cleanliness, legibility, and daytime and nighttime visibility (see Section 2A.09). Damaged or deteriorated signs, gates, or object markers should be replaced. 02 To assure adequate maintenance, a schedule for inspecting (both day and night), cleaning, and replacing signs, gates, and object markers should be established. Employees of highway, law enforcement, and other public agencies whose duties require that they travel on the roadways should be encouraged to report any damaged, deteriorated, or obscured signs, gates, or object markers at the first opportunity. 03 Steps should be taken to see that weeds, trees, shrubbery, and construction, maintenance, and utility materials and equipment do not obscure the face of any sign or object marker. 04 A regular schedule of replacement of lighting elements for illuminated signs should be maintained Retroreflectivity of Signs Sec 2A.07 of the MUTCD states that regulatory, warning, and guide signs shall be retroreflective and shall have the same shape and similar color day and night. Sec 2A.08 relates to retroreflectivity of signs and requires the implementation and continued use of an assessment or management method that is designed to maintain regulatory and warning sign retroreflectivity at or above the established minimum levels. The sign assessment or management method includes the agency s procedures for sign inspection, the inspection schedule, the responsibility of various sign-related positions, documentation of sign data, and record retention. The sign assessment system needs to be written, and an agency also needs to document that the system is being maintained. These documents need to be preserved for a number of years. There are a number of methods to check the retroreflectivity of signs, or an agency can choose to replace the signs for which retroreflectivity is expected to fall below minimum levels. The methods most likely to be feasible for smaller agencies are: 1. Annual night time inspection by a trained observer. 2. Replacement of individual signs based on estimated sign life or retroreflectivity measurements. 3. Blanket replacement of all signs in an area based on estimated sign life. A sign inventory is not a requirement, but will allow for better management and may reduce long- term costs. Many tools are available to meet the new requirements. FHWA has a booklet on conducting a night time inspection. A sample sign assessment system and forms are available on the Kansas County Highway Association (KCHA) website Sign Classifications Functionally, signs are classified as Regulatory, Warning and Guide. Regulatory signs give notice of traffic laws or regulations, and normally require a resolution to be legally enforceable. Regulatory signs are colored white, red, or black. R5-1 R10-11c R1-1 R2-1 Warning signs give notice of unexpected conditions on or adjacent to the roadway, and to situations that might not be readily apparent to road users. Warning signs alert road users to conditions that could require a reduction of speed or an action in the interest of safety and efficient traffic operations. Traffic citations cannot be issued because of non-compliance with a warning sign. Warning signs are yellow, except work zone warning signs are orange. W5-1 W13-3 W3-1a W9-2 Guide signs show route designations, destinations, directions, distances, services, points of interest, and other geographical, recreational, or cultural information. Guide signs are not usually placed on low-volume roads and are not included in this Handbook. 4 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

11 1.12 Pavement Markings Pavement Markings are commonly referred to as center line and edge line striping and also include crosswalks and stop bars. There are few paved low-volume roads in Kansas with pavement markings, so pavement marking will only be mentioned briefly in this section. Pavement marking for lowvolume roads is discussed in Section 5E of the MUTCD and more details are included in Part 3 of the MUTCD. The purpose of markings on highways is to provide guidance and information for road users about roadway conditions and restrictions. Edge line markings may be placed on highways with or without center line markings. Center line markings may be placed on highways with or without edge line markings. Where center line markings are installed, nopassing zones must also be marked. Edge lines and center lines can be placed just at features such as horizontal curves, narrow bridges, pavement width transitions, and curves. Section 5E.02 of the MUTCD gives the following guidance on center line markings: Guidance: 02 Center line markings should be used on paved low-volume roads consistent with the principles of this Manual and with the policies and practices of the road agency and on the basis of either an engineering study or the application of engineering judgment. Section 5E.03 of the MUTCD gives the following guidance on edge line markings: Guidance: 02 Edge line markings should be considered for use on paved lowvolume roads based on engineering judgment or an engineering study. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

12 CHAPTER 2 - DRIVER BEHAVIOR PRINCIPLES The MUTCD provides standards and guidance on appropriate traffic control devices in described situations. Sometimes engineering studies, but usually engineering judgment, are used to determine if the traffic control device will be appropriate, effective and warranted at a particular location. More effective use of the LVR Handbook and the MUTCD is possible when the user has an understanding of some principles relating to driver behavior, including expectancy, positive guidance, and consistency. 2.0 Driver Expectancy People, in general, expect things to operate in certain ways. When entering a dark room, a person will expect to find an on-off toggle switch for the lights. One also expects the switch will operate up for on and down for off. When it works the other way around, or when there is a rheostat knob, it takes a bit longer to respond to what is actually there. The same situation occurs with drivers. When a driver s expectancy does not match conditions, either it takes longer to respond properly or, even worse, the driver may respond poorly or incorrectly (Alexander, G.J. and H. Lunenfeld, 1973). If, for example, a curve sign indicates a curve to the right but the road actually curves to the left, one can imagine the difficulty a driver would have in properly negotiating the curve at night. What a driver expects on a road is greatly influenced by what was experienced on the previous section of that road. Studies have shown what a driver has seen - presence or absence of traffic control devices, road surface type, condition and width, narrow bridges or culverts, etc. (this might be called the roadway environment ) - is what the driver expects for the next half to 1 mile. Driver expectancy is affected not only by very recent experiences but also by the things drivers have learned through past experiences (e.g. stop signs are red, curve warning signs are yellow and diamond shaped, construction signs are orange, etc.) Consistent use and placement of traffic control devices can do a great deal toward ensuring the driver s expectancy is appropriate to the conditions. This is particularly true for drivers not familiar with the roadway. The unfamiliar driver should be considered when signing a roadway. Driver expectancy is also affected by the type of road, such as an interstate highway, state highway, county or township road. The driver expects to drive each of these with different levels of caution. 2.1 Consistency Consistency relates to the sameness of the nature of the road from one section to another. Inconsistencies are sudden changes in the nature of the road. Inconsistencies violate a driver s expectancy. Either the road should be made consistent, which can be impractical, or something should be done to correct the driver s expectancy (i.e. give the driver information specific to the situation). In the case of a hidden curve in a nearly straight roadway, the use of a curve warning sign with, perhaps, an advisory speed plaque should correctly restructure the driver s expectancy. After seeing the curve sign, with advisory speed plaque, the driver expects the curve, knows whether the road curves left or right, and knows the speed at which the curve can be comfortably and safely driven. Other examples of inconsistencies are: A 2-lane road suddenly narrowing to a 1-lane road. A blacktop road changing to a gravel road. A bridge narrower than the approaching roadway. A blind intersection in an area where most intersections have clear sight distances. Whether or not a situation is an inconsistency may depend on the direction in which the driver is traveling, and what he/she has experienced in the last half to mile or so. Figure 2-1 Plan View of a Road A driver, traveling from location 1 to 4 in Figure 2-1, finds the first part of the road (between 1 and 2) very consistent. There is hardly time to pick up speed before seeing or being on another curve. After passing 2, the road is straight for approximately a mile, and the driver now expects the road to continue straight. If the first curve (at 3) cannot be seen well in advance, it would be a surprise to have to drive around three sharp curves (between 3 and 4). Obviously, some expectancy restructuring should improve safety, and signing is likely the best way to do it. For the driver traveling from 1 to 4, signs should not be needed at 1 or between 1 and 2 since the alignment is consistent. A winding road sign prior to 3 (perhaps with an advisory speed plaque) should be sufficient to give the driver enough information to handle the situation. Now, consider the driver traveling from 4 to 1. Likely, the driver will need a winding road sign (perhaps with speed plaque) placed prior to 4. From 3 to 2, the driver s expec- 6 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

13 tancy builds and more of the same straight road is expected. Prior to 2, an advance winding road sign is likely needed for the unfamiliar driver to know what to expect. 2.2 Road Classification As noted earlier, a driver s expectancy is influenced by the type of road being traveled and how the driver perceives the road. A driver observes the physical roadway characteristics that influence his/her perception of a reasonable or comfortable operating speed and the degree of vigilance required to drive the road safely. The observed characteristics include roadway width, type of surface, hills, curves, type of area, amount of traffic, riding quality, road surface drainage, and the presence or absence of traffic control devices. It is important to understand that signing needs are based on how a driver perceives the road, which in turn influences how a driver drives the road. For example, a prudent driver would drive a lightly traveled dirt road slowly and carefully. Very few signs are expected or needed, positive guidance may be adequate(see Chapter 8, Paragraph 8.1 for description of positive guidance), and signing needed only at unusual situations. On roads that appear to have more traffic and are wider, straighter and smoother, drivers tend to drive faster and expect more warning of inconsistencies. When exercising engineering judgment for considering installing a traffic control device at a particular location, the type of road is an important consideration. To aid in determining appropriate traffic control devices and to provide consistency in signing, roads can be classified into types that are readily perceived by a driver. Road classifications used in this Handbook include four types: Type A: Type A roads are major roads that carry traffic long distances. These include all the major and minor collectors designated on the county s functional classification map. Surfaced roads wide enough and with sufficient traffic to develop three wheel tracks are also included in this category. Type A roads usually have right-of-way and STOP or YIELD signs at side roads. Oncoming traffic is expected. Any paved or chip sealed road with continuous pavement markings outside a subdivision is Type A. Type C: Type C roads are dirt roads (native soil surface) that provide dry weather access to fields and pastures. Predominant traffic is farm related and occurs during the growing season. Type C roads are muddy and difficult to travel in wet weather. In dry weather, some traffic will shortcut on Type C roads. Traffic counts are low and oncoming traffic is rarely encountered. Type D: Type D roads are one lane dirt roads that provides only seasonal access to fields or pastures. Usually there is grass between the wheel tracks. Traffic is only a few vehicles per week except perhaps during planting time or harvest. Opposing traffic is rarely encountered and it is necessary to pull over and almost stop for an oncoming vehicle. A minimum maintenance road is a Type D road. The roadway characteristic a driver readily perceives creates the driver s expectancies. Upon entering a road, the physical characteristics are almost immediately seen by the driver. After driving a short distance, characteristics such as the width of road, type of surface, and riding quality will suggest an appropriate safe speed to a reasonably prudent driver. Once the driver has decided what kind of road it is, the driver will choose how to drive the road. By knowing what a driver expects, inconsistencies can be identified and appropriate actions can be taken to lessen or remedy any problems. Table 2-1 shows guidance for selected inconsistencies for the four Road Types. Note: Just as driver expectancies are different for each Road Type (e.g. drivers expect a lower level of signing and maintenance on a Type C than on a Type B road), inconsistencies are also different. For example, what may be an inconsistent situation on a Type A road often is a consistent situation on a Type C road, and on the Type C road may require only positive guidance and little or no signing. In summary, classifying the roads as Type A, B, C or D provides guidance for agencies to treat all roads in a consistent fashion relative to meeting the driver s expectancy. Figure 2-2 Type A Road with rock surface Type B: Type B roads are all weather (chip sealed, gravel, sand or rock surfaced) feeder roads to Type A roads. Type B roads predominantly provide access to farmsteads and homes. Type B roads may be mail and school bus routes. Oncoming traffic is expected but infrequent, and it is generally necessary to drive to the right and slow down when meeting an oncoming vehicle. In the County Township Road System, a typical surfaced township road is a Type B unless the road has continuous pavement markings. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

14 Figure 2-3 Type A Road with sand surface Figure 2-6 Type C Road Figure 2-4 Type B Road with chip seal surface Figure 2-7 Type C Road Figure 2-5 Type B Road with rock surface Figure 2-8 Type D Road 8 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

15 Figure 2-9 Type D Road Table 2-1 Guidance for Selected Situations and Signs by Road Type Road Type Signing Situation or Sign Type A Collectors Type B All Weather Local Type C Dirt Local Type D One Lane Dirt and Min. Maintenance Intersection sign: T, Y, or double arrow Should be signed if no STOP sign Should be signed if no STOP sign Should be signed if stopping sight distance is inadequate Not used Flood Areas: Road May Flood sign May be used May be used Not used Not used Curve: Advance Warning Signs Should be signed Should be signed if unusual for area Not usually signed Not signed Turn: Advance Warning Signs Should be signed Should be signed Should be signed if unusual for area. Not signed Turn or Curve Advisory Speed Plaque See section 4.2 for recommendations May be used Not usually used Not used Curve or Turn: Chevrons Consider if curve or turn is unusual for area. Only if visibility of edge of road is obstructed. Only in unusual situations Not used Dead End Sign Not Applicable Should be used Not usually used Not used End of Road Not applicable Should use OM-4s Should use OM-4s if end is hazardous Should use OM-4s if end is hazardous and not apparent in daylight Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

16 CHAPTER 3 - GENERAL PRINCIPLES OF SIGN LOCATION 3.0 Requirements of Traffic Control Devices The MUTCD and this Handbook provide basic principles and guidelines that govern the design and usage of traffic control devices. It is important that these principles and guidelines be given consideration in the exercise of engineering judgment for the selection and use of each device. To be effective, a traffic control device should meet five basic requirements. They are: 1. Fulfill a need; 2. Command attention of drivers; 3. Convey a clear, simple meaning to drivers; 4. Command respect of drivers; and 5. Give adequate time for proper response by drivers. These requirements are met through properly designing, placing, and maintaining traffic control devices. Design refers to size, color, shape, and message. The design is important in drawing attention to the device, conveying a clear meaning, and when combined with proper placement, can provide adequate time for response by the driver. Generally, standard signs shown in the MUTCD are adequate for low-volume roads. Some modification of a standard warning sign is acceptable to more clearly represent a specific situation. Sign placement of a traffic control device should assure that: It can be easily seen by a driver, so it will command attention and will also provide an adequate time for driver response both day and night. It is properly positioned with respect to the location, object or situation to which it applies to aid in conveying the proper meaning. It is placed in a uniform and consistent manner. It is needed; unnecessary devices should be removed. 3.1 General Visibility Considerations Due to the variability of field conditions on low-volume roads, sign location cannot be standardized and judgment is usually required. A potential location for a sign should be carefully checked before installing the sign to assure there is no sight obstruction between the sign s location and the motorist s point of observation. Some of the common locations to be avoided are: Beyond the crest of a hill. Where there are dips in the roadway. Where a sign is too close to trees or other foliage that could grow and cover the sign face. Where a sign would interfere with the driver s visibility at intersections. Where the sign would obstruct the visibility of another sign. Where a sign could be obscured by parked cars or farm machinery. Where a sign would create an obstruction for pedestrians, joggers, or bicyclists. 3.2 Side of Road Signs should be located on the right side of the roadway where they are easily recognized and understood by road users. Normally, signs on the left side of the road should be considered only as supplementary to signs on the right side of the road. 3.3 Separate Posts Signs should be individually installed on separate posts or mountings except where: Plaques supplement the warning sign One sign supplements another Route or directional signs are grouped to clarify information to motorists, Regulatory signs that do not conflict with each other are grouped, such as street name signs posted with a stop or yield sign, or a parking regulation sign posted with a speed limit sign. 3.4 Orientation Signs should be vertically mounted at right angles to the direction of, and facing, the traffic that they are intended to serve. Signs with high intensity sheeting set close to the road may result in glare or mirror reflection. Glare can be reduced by rotating the sign slightly away from the road. On curved alignments, the angle of placement should be determined by the direction of approaching traffic rather than by the roadway edge at the point where the sign is located. 3.5 Vertical Placement (Mounting Height) Section 2A.18 of the MUTCD establishes a standard that signs installed at the side of the road in rural districts shall be at least 5 feet high, measured vertically from the bottom of the sign to the near edge of the pavement (edge of traveled way on unpaved roads). Where parking or pedestrian movements should occur, the clearance to the bottom of the sign shall be at least 7 feet. The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height specified 10 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

17 3.6 Lateral Placement Section 2A.19 of the MUTCD contains guidance for post mounted signs and states that the minimum lateral offset should be 12 feet from the edge of the traveled way. If a shoulder wider than 6 feet exists, the minimum lateral offset should be 6 feet from the edge of the shoulder. To minimize the possibility of drivers colliding with signs, traffic signs should be located as far as practical from the edge of the roadway. On many roads, placing signs 12 feet from the edge of road will put the sign in a ditch or visibility will be blocked by brush or trees. In these cases, use engineering judgment to establish appropriate offset for visibility and maintenance. Section 5A.04 of the MUTCD allows placement of signs closer than 12 feet from the edge of the roadway in certain circumstances: 03 A lateral offset of not less than 2 feet from the roadway edge to the roadside edge of a sign may be used where roadside features such as terrain, shrubbery, and/or trees prevent lateral placement in accordance with Section 2A.19. Figure 3-1 Example of Height and Lateral Location of Signs (Part of Figure 2A-2 of the MUTCD) Enter When Flooded sign should be placed about 200 feet from a low-water crossing. Section 2B.10 of the MUTCD states 02 The STOP or YIELD signs shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. Figure 2A-3 in the MUTCD shows a 6 feet to 12 feet minimum distance from the edge of the road to the STOP or YIELD sign. Typically, this would be a minimum of 6 feet measured from the edge of the shoulder, or 12 feet measured from the edge of the traveled way. Section 2B.10 of the MUTCD has an option for wide throat intersections to set the sign up to 50 feet from the edge of the intersecting road. Guidance: 07 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). Figure 3-2 Example Locations of STOP and YIELD signs (Part of Figure 2A-3 of the MUTCD) Note: Recommended lateral placement of signs is 12 ft. or greater from the traveled way; if clearance is not available the minimum is 2 ft. Note: Lateral offset is a minimum of 6 feet measured from the edge of the shoulder, or 12 feet measured from the edge of the traveled way. See text in paragraph 3.6 above for lower minimums that may be used where lateral offset space is limited. 3.7 Longitudinal Placement of Regulatory Signs Regulatory signs are placed at the point of regulation. Speed limit signs are placed at the point where the speed limit changes. Weight limit signs are traditionally placed at or near a bridge, but when a weight limit sign is replaced, consider placing the new sign in advance of the bridge to allow trucks additional distance to stop before the bridge. The Do Not Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

18 3.8 Longitudinal Placement of Advance Warning Signs The purpose of a warning sign is to provide advance warning to the road user of unexpected conditions on or adjacent to the roadway that might not be readily apparent. Warning signs should provide adequate time for the driver to perceive, identify, decide, and perform any necessary maneuver. The advance placement distances shown in Table 3-1 are for guidance purposes and should be applied with engineering judgment. They are normally considered minimum but can be adjusted for roadway features, other signing and to improve visibility. Miscellaneous warning signs that advise drivers of potential hazards not related to a specific location may be installed in the most appropriate locations. These include DEER CROSSING and SOFT SHOULDER signs. Table 3-1 Guidelines for Advance Placement of Warning Signs (Part of Table 2C-4 of the MUTCD) Advance Placement Distance 1 Posted or 85th Percentile Speed 0 2 (Stop) Deceleration to the listed advisory speed (mph) for the condition mph 100 ft. N/A 4 N/A mph 100 ft. N/A 4 N/A 4 N/A mph 125 ft. 100 ft. 100 ft. N/A mph 175 ft. 125 ft. 100 ft. 100 ft. N/A 4 50 mph 250 ft. 200 ft. 175 ft. 125 ft. 100 ft. 55 mph 325 ft. 275 ft. 225 ft. 200 ft. 100 ft. Notes for Table 3-1: 1. The distances have been adjusted for a sign legibility distance of 250 feet, which is appropriate for an alignment warning symbol sign and signs with 6 inch letters. 2. A typical condition is the warning of a potential stop situation. Typical signs are RR Grade Crossing (W10-1), STOP AHEAD (W3-1), YIELD AHEAD (W3-2), and Intersection Warning signs. The minimum advance placement distance is listed as 100 feet to provide adequate spacing between signs. 3. Typical conditions are locations where the road user must decrease speed to maneuver through the warned condition. Typical signs are TURN, CURVE, REVERSE TURN, or REVERSE CURVE. 4. No suggested distances are provided for these speeds, as the placement location is dependent on site conditions and other signing to provide an adequate advance warning, advance warning signs on lowvolume roads are rarely needed in these situations. 12 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

19 3.9 Size of Signs The typical sizes for signs on low-volume roads are shown in Table 5A-1 of the MUTCD. Commonly used signs are shown in the following table, for signs not listed in the table refer to Table 5A-1 of the MUTCD. Table 3-2 Typical Sign Size (Compiled from Table 5A-1 and other sections of the MUTCD) Sign or Plaque Sign Designation MUTCD Section Typical Sign Size (W x L in inches) Regulatory STOP R1-1 5B x 30 YIELD R1-2 5B x 30 x 30 All Way Plaque R1-3P 2B x 6 Speed Limit R2-1 5B x 30 Weight Limit R12-1 5B x 30 Road Closed R11-2 5B x 30 Road Closed local traffic R11-3a 5B x 30 Warning Horizontal Alignment W1-1,2,3,4,5 5C x 30 Advisory Speed (plaque) W13-1P 5C x18 Supplemental Distance (plaque) W16-2P 5C x 18 Large Arrow W1-6,7 5C x 18 Chevron Alignment W1-8 5C x 18 Intersection Warning W2-1,2,3,4,5,6 5C x 30 Stop & Yield Ahead W3-1,2 5C x 30 Narrow Bridge W5-2 5C x 30 One Lane Bridge W5-3 5C x 30 Pavement Ends W8-3 5C x 30 Road May Flood W8-18 5G x 30 RR Grade Crossing W10-1 5F Dia. RR Grade Crossing W10-2,3,4,8,11,12 5F x30 Dead End/No Outlet W14-1,2 5C x 30 School Bus Stop Ahead S3-1 7B x 36 Object Marker Type 2 OM-2 5C.14 6 x 12 Object Marker Type 3 OM-3 5C x 36 Object Marker Type 4 OM-4 5C x 18 Construction/Temporary Road Work (with distance) W20-1 5G x 36 Road Closed (with distance) W20-3 5G x 36 One Lane Road (with distance) W20-4 5G x 36 Flagger W20-7 5G x 36 Workers W21-1 5G x 36 Fresh Oil W21-2 5G x 30 Road Machinery Ahead W21-3 5G x 30 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

20 3.10 Sign Support Systems (Posts) Section 5A.04 of the MUTCD states the following requirement on sign posts: Standard: 04 If located within a clear zone, post-mounted sign supports shall be yielding, breakaway, or shielded with a longitudinal barrier or crash cushion as required in Section 2A.19. Most agencies do not calculate the clear zone limits but simply use a crashworthy sign post. In open range, cattle may damage crashworthy sign posts, and if rigid sign posts are used in these locations the sign should be set near the rightof-way line to ensure that the post is out of the clear zone. Yielding and breakaway sign posts are the most common on low-volume roads. There are 4 types of posts currently in use: a. U channel: 3 lb. max, direct bury or spliced b. Round pipe: 2 inside diameter max c. Square perforated steel: 2.25 max d. Wood: 4 x4 max undrilled Do not splice sign posts except near the ground line. The top of a splice or anchor section should be 4 or less above the ground line to prevent snagging if hit. Square perforated steel posts should have the top of the anchor section a maximum of 1.5 inches above ground line. Consult the post manufacturer s splice and connection details that have been crash tested and approved by the FHWA. 14 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

21 CHAPTER 4 - HORIZONTAL ALIGNMENT AND INTERSECTION WARNING SIGNS 4.0 General The purpose of a warning sign is to provide advance warning to the road user of unexpected conditions on or adjacent to the roadway that might not be readily apparent. Warning signs should provide adequate time for the driver to perceive, identify, decide, and perform any necessary maneuver. This section covers horizontal alignment and intersection warning signs. Figure 4-1 Horizontal Alignment and Intersection Warning Signs (Part of Figure 5C-1 of the MUTCD) W1-1 W1-2 W Intersection Warning Signs Section 5C.03 of the MUTCD states: Option: 02 Intersection signs may be used where engineering judgment indicates a need to inform the road user in advance of an intersection. Intersection signs should show the general configuration of the intersecting roadway, such as cross road, side road, t-intersection, y- intersection, or curvilinear alignment. Where side roads are not opposite each other, the symbol for the intersection should indicate a slight offset. The relative importance of the intersecting roadways may be shown by different widths of lines on the symbol. Intersection signs other than the TWO DIRECTIONAL LARGE ARROW (W1-7) and the T-intersection (W2-4) signs should not be used on approaches controlled by STOP signs or YIELD signs. W2-1 A CROSS ROAD sign (W2-1) is intended for use on a through road to indicate the presence of an obscured crossroad intersection. If the crossroad occurs in the vicinity of a curve, additional or skewed legs may be indicated on the diagram, the symbol may be modified appropriately. W1-4 W1-5 W2-2 W2-3 A SIDE ROAD sign (W2-2, W2-3), showing a side-road symbol, either left or right, and at an angle of either 90 or 45 degrees, is intended for use on a through road to indicate the presence of an obscured side road intersection. If the side road occurs in the vicinity of a curve, the symbol may be modified appropriately. W1-8 W1-6 W1-7 W2-1 W2-2 A T-SYMBOL sign (W2-4) is intended for use to warn traffic approaching a T-intersection on the road where traffic must make a turn either to the left or the right. Table 2-1 provides guidance if W2-4 signing of a T-intersection is appropriate based on the Type of road. A large arrow sign (W1-7) may be used in lieu of the T-symbol sign if the large arrow can be seen far enough in advance to stop at the intersection. (See Table 5-1, 495 feet for 55 mph) W2-3 W2-4 W2-5 W13-1P W2-6 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

22 W1-7 A Two-Directional Large Arrow sign (W1-7) if used shall be installed on the far side of a T-intersection in line with, and at approximately a right angle to, approaching traffic. The large arrow may be used in lieu of a T-Symbol sign if the large arrow can be seen far enough in advance to stop at the intersection. Figure 4-2 Example Location of Signs at T Intersections ** purposes, turns are just tighter curves that typically should be driven at 30 mph or less. Installation of horizontal alignment signs on low-volume roads is not a requirement of the MUTCD, but an option based on site specific conditions. Table 2-1 provides guidance on use of horizontal alignment signs based on the Road Type. W1-1 TURN sign (W1-1): Section 2C.07 of the MUTCD states the following standard: 02 A Turn (W1-1) sign shall be used instead of a Curve sign in advance of curves that have advisory speeds of 30 mph or less (see Figure 2C-2). A CURVE sign (W1-2) may be used in advance of curves. If an advisory speed plaque is mounted below the sign, the advisory speed will be greater than 30 mph. W1-2 *** * W1-3 A REVERSE TURN sign (W1-3) is intended for use to mark two turns or a curve and a turn in opposite directions that are separated by a tangent of 600 feet or less. If the first turn is to the right, a RIGHT-REVERSE turn sign shall be used; and if the first turn is to the left, a left-reverse turn sign shall be used. * See Table 2-1 for guidance on the need for a T-SYMBOL sign based on the Road Type. ** Large Arrow sign may be used in lieu of the T-SYMBOL sign if the LARGE ARROW sign can be seen far enough in advance to allow a stop at the intersection. (See Table 5-1 for guidance.) ***Distance in advance from Table 3-1 based on stop condition. (325 feet for 55 mph) 4.2 Horizontal Alignment Warning Signs Section 5C.02 of the MUTCD states: Option: 02 Horizontal Alignment signs may be used where engineeringjudgment indicates a need to inform the road user of a change in the horizontal alignment of the roadway. Horizontal Alignment Turn (W1-1), Curve (W1-2), Reverse Turn (W1-3), Reverse Curve (W1-4), or Winding Road (W1-5) signs may be used in advance of situations where the horizontal roadway alignment changes. For signing W1-4 W1-5 A REVERSE CURVE sign (W1-4) is intended for use to mark two curves in opposite directions that are separated by a tangent of 600 feet or less. If the first curve is to the right, a right reverse curve sign shall be used; and if the first curve is to the left, a left reverse curve sign shall be used. Engineering judgment may be used to decide between RE- VERSE CURVE and REVERSE TURN signs. A WINDING ROAD sign (W1-5) is intended for use where there are three or more turns or curves each separated by tangent distances of 600 feet or less. If the first turn or curve is to the right, a right winding road sign shall be used; and if the first curve or turn is to the left, a left winding road sign shall be used. A NEXT XX MILES (W7-3aP) supplemental distance plaque may be installed below the WINDING ROAD sign where continuous roadway curves exist for a specific distance. 16 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

23 Combination Horizontal Alignment/Intersection sign (W1-10): The Turn (W1-1) sign or the Curve (W1-2) sign may be combined with the cross road sign (W2-1) or the side road sign (W2-2 or W2-3) sign to create a combined sign (W1-10) that depicts the condition where an intersection or side road occurs on a curve or a turn. Advisory Speed Plaque (W13-1P): Section 5C.10 of the MUTCD states as an option that an Advisory Speed plaque may be mounted below a warning sign when the condition requires a reduced speed. It may be used to supplement warning signs. It may be used in conjunction with any standard yellow warning sign to indicate the maximum recommended speed around a curve or through a location where a lower speed would be appropriate. On Road Type A, the Advisory Speed Plaque should be considered for use when the difference between the speed limit and the advisory speed is 10 mph or greater. It shall not be used alone. Section 2C.08 of the MUTCD requires an engineering study to determine the advisory speed. The engineering study requirement was first established in the 2009 MUTCD. Many advisory speed plaques were installed prior to the engineering study requirement. If an agency has reason to believe the existing advisory speed is inappropriate, an engineering study should be performed. W1-1a W1-2a A Combination Horizontal Alignment/Advisory Speed sign (W1-1a, W1-2a) may be used to supplement other horizontal alignment signs. When used, it shall be place at the beginning of the turn or curve. Standard: 03 If used, the combination Horizontal Alignment/Advisory Speed sign shall not be used alone and shall not be used as a substitute for a Horizontal Alignment warning sign and Advisory Speed plaque at the advance warning location. The combination Horizontal Alignment/ Advisory Speed sign shall only be used as a supplement to the advance Horizontal Alignment warning sign. If used, the combination Horizontal Alignment/ Advisory Speed sign shall be installed at the beginning of the turn or curve. For low-volume roads, there is little application for the Combination Horizontal Alignment/Advisory Speed Signs. A One-Directional Large Arrow sign (W1-6) may be used either as a supplement or alternative to Chevron Alignment signs in order to delineate a change in horizontal W1-6 alignment. It may be used to supplement a Turn or Reverse Turn sign to emphasize the abrupt curvature. If used, the One-Direction Large Arrow sign shall be installed on the outside of a turn or curve in line with and at approximately a right angle to approaching traffic. It is not normally used on curves as there is no abrupt turn to emphasize. W Chevron Alignment Sign (W1-8) Chevron Alignment sign is intended to provide additional emphasis and guidance for a change in horizontal alignment. It may be used as an alternate or supplement to standard delineators. Chevron Alignment signs shall be installed on the outside of a turn or curve in line with and at approximately a right angle to approaching traffic. They shall be installed at a minimum height of 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way. The approximate spacing of Chevron Alignment signs on the turn or curve should be as shown in Table 4-1. Table 4-1 Typical Chevron Spacing (Table 2C-6 of the MUTCD) Advisory Speed Curve Radius Sign Spacing 15 mph or less Less than 200 feet 40 feet 20 to 30 mph 200 to 400 feet 80 feet 35 to 45 mph 401 to 700 feet 120 feet 50 to 60 mph 701 to 1,250 feet 160 feet More than 60 mph More than 1,250 feet 200 feet Note: The relationship between the curve radius and the advisory speed shown in this table should not be used to determine the advisory speed. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

24 Figure 4-3 Chevron Location and Height Figure 4-5 Example of Turn Signing including Optional Signs and Markers Note: Chevrons should be installed on crashworthy posts 4.4 Delineators Section 5E.04 of the MUTCD states: 02 Delineators may be used on low-volume roads based on engineering judgment, such as for curves, T-intersections, and abrupt changes in the roadway width. In addition, they may be used to mark the location of driveways or other minor roads entering the low-volume road. Delineators are considered guidance devices, not warning devices. There is no requirement or recommendation to use delineators on low-volume roads. The use of post-mounted delineators on curves is acceptable, but they need to be spaced closer than chevrons. Due to visibility and spacing, many agencies prefer to use chevrons rather than delineators if curve delineation is thought appropriate. Delineators are sometimes installed on bridge-approach guardrail to provide delineation. See Chapter 3F of the MUTCD if more information is needed on delineators. Notes: 1. See Table 3-1 for advance placement of horizontal alignment signs. 2. Chevrons are optional; see Table 4-1 for spacing of chevrons. 3. See Table 2-1 for guidance on signing at turns and curves based on Road Type. Figure 4-4 Delineators and Delineator Placement 18 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

25 CHAPTER 5 - COMMON WARNING SIGNS 5.0 STOP AHEAD and YIELD AHEAD Signs (W3-1 and W3-2) Section 5C.04 of the MUTCD states: W3-1 W3-2 Standard: 01 A Stop Ahead (W3-1) sign (see Figure 5C-2) shall be used where a STOP sign is not visible for a sufficient distance to permit the road user to bring the vehicle to a stop at the STOP sign. 02 A Yield Ahead (W3-2) sign (see Figure 5C-2) shall be used where a YIELD sign is not visible for a sufficient distance to permit the road user to bring the vehicle to a stop, if necessary, at the YIELD sign. The distance a Stop or Yield sign should be visible is measured based on when the sign is fully visible from a driver s height of eye of 3.5 feet. The stopping sight distance could be used as a guide for determining if a stop AHEAD or yield ahead is warranted. The table below indicates the stopping sight distance as a function of speed; additional distance will be needed on downgrades. Table 5-1 Stopping Sight Distance (Table 6C-2 of the MUTCD) Speed* Distance 20 mph 115 feet 25 mph 155 feet 30 mph 200 feet 35 mph 250 feet 40 mph 305 feet 45 mph 360 feet 50 mph 425 feet 55 mph 495 feet 60 mph 570 feet 65 mph 645 feet 70 mph 730 feet 75 mph 820 feet *Posted speed, off-peak 85th percentile speed prior to work starting, or the anticipated operating speed. 5.1 REDUCED SPEED LIMIT AHEAD Signs (W3-5 and W3-5a) Section 2C.38 of the MUTCD states that a Reduced Speed Limit Ahead sign should be used to inform road users of a reduced speed zone where the speed limit is being reduced by more than 10 mph, or where W3-5 W3-5a engineering judgment indicates the need for advance notice to comply with the posted speed limit ahead. This sign is not included in Chapter 5 of the MUTCD, and may not be intended to be used on low-volume roads. The sign still has a useful purpose on Road Type A where there could be road users unfamiliar with the area. This sign is not normally used on Road Type B, C, or D as almost all the traffic is local and should be aware of any speed limit reductions. If used, the Reduced Speed Limit Ahead sign shall be followed by a speed limit sign installed at the beginning of the zone where the speed limit applies. Use Table 3-1 to determine the minimum distance between the Reduced Speed Limit Ahead sign and the speed limit sign. 5.2 DEAD END or NO OUTLET Sign (W14-1, W14-1a, W14-2, W14-2a) Section 5C.11 of the MUTCD states that the Dead End or No Outlet signs may be used to warn road users of a road that has no outlet or that terminates in a dead end or cul-de-sac. If used, these signs should be placed at a location that gives drivers of large commercial or recreational vehicles an opportunity to select a different route or turn around. W14-1 Installation of Dead End or No Outlet signs on low-volume roads is not a requirement of the MUTCD, but an option based on site-specific conditions. Table 2-1 provides guidance on use of these signs based on the Road Type. W NO TRAFFIC SIGNS Sign (W18-1) Section 5C.12 includes an option for No Traffic Signs sign: W18-1 Option: 01 A W18-1 warning sign (see Figure 5C-2) with the legend NO TRAFFIC SIGNS may be used only on unpaved, low-volume roads to advise users that no signs are installed along the distance of the road. If used, the sign may be installed at the point where road users would enter the low-volume road or where, based on engineering judgment, the road user might need this information. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

26 02 A W7-3aP, W16-2P, or W16-9P supplemental plaque (see Figure 5C-2) with the legend NEXT XX MILES, XX FEET, or AHEAD may be installed below the W18-1 sign when appropriate. This sign would need to be placed at the beginning and end of a section of road where there are no signs, and additionally each way from all crossroads. This sign may only be practical where there is a long section of low-volume road with few crossroad intersections to sign. 5.4 ROAD MAY FLOOD Sign (W8-18) Section 2C.35 of the MUTCD states that the Road May Flood sign may be used to warn road users that a section of roadway is subject to frequent flooding. The old sign used in Kansas was Flood Area Ahead sign. As the Flood Area Ahead signs become unserviceable, they should be W8-18 replaced with the Road May Flood sign. This sign is not included in Chapter 5 of the MUTCD, and may not be intended to be used on low-volume roads. This sign still has a useful purpose on low-volume roads. See Table 2-1 for guidance on use of this sign based on the Road Type. Current practice is to not install a depth gauge in flood areas as the gauge seems to indicate that it might be permissible to drive into the water. 5.5 SCHOOL BUS STOP AHEAD Sign (S3-1) Section 7B.13 of the MUCD provides the following guidance on the School Bus Stop Ahead Sign: S3-1 Guidance: 01 The School Bus Stop Ahead (S3-1) sign (see Figure 7B-1) should be installed in advance of locations where a school bus, when stopped to pick up or discharge passengers, is not visible to road users for an adequate distance and where there is no opportunity to relocate the school bus stop to provide adequate sight distance. Although this sign is not a required sign, there are significant physical and political consequences of a crash with a bus at a stop where a sign would have been warranted. Requests for this sign should be checked for adequate sight distance from each direction. If the stopping sight distance for the posted speed limit is inadequate (See Table 5-1, 495 feet for 55 mph), a S3-1 sign should be installed. Many times, the sight distance is only restricted from one direction. 5.6 Vehicular Traffic Warning Sign (W11 Series and W8-6) Section 5C.09 of the MUTCD states the following: W8-6 Guidance: 01 Vehicular Traffic Warning signs (see Figure 5C-2) should be used to alert road users to locations where frequent unexpected entries into the roadway by trucks, bicyclists, farm vehicles, fire trucks, and other vehicles might occur. Such signs should be used only at locations where the road user s sight distance is restricted or the condition, activity, or entering traffic would be unexpected. Trucks and farm equipment, and the entry of these types of vehicles are expected on low-volume roads. On Road Type A, consider a vehicular traffic warning sign where there is both heavy vehicular traffic entering and where the sight distance is poor. In certain areas with buggies, a buggy warning sign may be appropriate on paved Road Type A. 5.7 Non-Vehicular Warning Signs (W11 Series) Section 5C.09 of the MUTCD states the following: W11-4 Option: 02 Non-Vehicular Warning signs (see Figure 5C-2) may be used to alert road users in advance of locations where unexpected entries into the roadway or shared use by pedestrians, large animals, or other crossing activities might occur. Non-vehicular warning signs such as Deer Crossing (W11-3) are rarely appropriate on low-volume roads. On open range roads, a W11-4(cow) sign may be placed near the entering gate or cattle guard. 5.8 Supplemental Plaques Section 5C.09 of the MUTCD states the following option: W7-3aP 03 A W7-3aP, W16-2P, or W16-9P supplemental plaque (see Figure 5C-2), with the legend NEXT XX MILES, XX FEET, or AHEAD may be installed below a Vehicular Traffic Warning or Non-Vehicular Warning sign (see Sections 2C.49 and 2C.50) to inform road users that they are approaching a portion of the roa way or a point where crossing activity might occur. Supplemental plaques are used only in combination with warning or regulatory signs. They are not to be mounted alone or displayed alone. If used, a supplemental plaque is installed on the same post as the warning sign. Supplemental plaques are square or rectangular and have the same color legend, border, and background as the warning sign with which it is displayed. 20 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

27 5.9 End of Road Markers (OM-4) Section 5C.14 of the MUTCD addresses the use of object markers at the end of a road: Guidance: 02 The end of a low-volume road should be marked with a Type 4 object marker in compliance with Section 2C.66. The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas. Installation of End of Road Markers on low-volume roads is not a requirement of the MUTCD, but an option based on site-specific conditions. Table 2-1 provides guidance on use of these markers based on the Road Type. A typical installation consists of two or three OM-4s placed on separate posts approximately 8 feet apart. The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet. If the markers are not visible from a sufficient distance to permit the road user to bring the vehicle to a stop, an advance warning sign (Road Closed with distance, W20-3) should be used NO PASSING ZONE Sign (W14-3) NO PASSING ZONE sign and pavement markings are not included in this Handbook. For information on no passing zone signing refer to Sec. 2B.28, Sec. 2B.29, and W14-3 Sec. 2C.45 of the MUTCD. Sec. 3B.02 of the MUTCD describes pavement markings and warrants for no passing zones. No passing zone related signs may be used on paved two-lane roads to warn of the beginning of no-passing zones identified by conventional pavement markings. No passing zone related signs are supplemental to the centerline; no passing zone markings and cannot be used alone PAVEMENT ENDS Sign (W8-3) Section 5C.08 of the MUTCD provides an option stating a Pavement Ends sign may be used to warn road users where a paved surface changes to a gravel or earth road surface. W8-3 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

28 CHAPTER 6 - REGULATORY SIGNS 6.0 Introduction The purpose of a regulatory sign is to inform highway users of traffic laws or regulations, and to indicate the applicability of legal requirements that would not otherwise be apparent. This chapter includes regulatory signs that are common on low-volume roads. For unusual situations, refer to Chapter 5B or Chapter 2B of the MUTCD. To be enforceable in court, regulatory signs must be authorized by a resolution of the local public authority. On public roads in areas outside of incorporated cities, not on state highways, the local public authority is the Board of County Commissioners. In townships located in Douglas, Riley, Shawnee and Sedgwick counties, the township board shall place and maintain regulatory signs on township roads, but these signs cannot conflict with resolutions of the Board of County Commissioners (K.S.A ). There are two exceptions to the resolution requirement: 1. Signs and markings related to no passing zones. 2. State-adopted statutory speed limits, such as 55 mph in rural areas on county and township roads. Regulatory signs are installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be installed to provide adequate visibility and legibility in order to obtain compliance. Figure 6-1 Common Regulatory Signs on Low-Volume Roads (Figure 5B-1 of the MUTCD) 6.1 STOP and YIELD Signs (R1-1 and R1-2) Section 5B.02 of the MUTCD provides the following statement: Guidance: 1. STOP (R1-1) and YIELD (R1-2) signs (see Figure 5B-1) should be considered for use on low-volume roads where engineering judgment or study, consistent with the provisions of Sections 2B.04 to 2B.10, indicates that either of the following conditions applies A. An intersection of a less-important road with a main road where application of the normal right-of-way rule might not be readily apparent. B. An intersection that has restricted sight distance for the prevailing vehicle speeds. 3. Stop or Yield signs assign right-of-way at intersections. Most low-volume road intersections function adequately without signs establishing the right-of-way. Stop or Yield signs should not be used unless engineering judgment indicates that one or more of the following conditions exist: 1. Local road entering a Type A road. 2. Restricted sight distance, or crash records indicate a need for right-of-way control. The MUTCD states Stop or Yield signs should not be used for speed control. Studies have shown speeds actually increase between intersections where Stop signs have been installed for speed control. The Yield sign assigns right-of-way to traffic on certain approaches to an intersection. 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. YIELD signs may be installed on the approaches to a through street or highway where conditions are such that a full stop is not always required. Yield sign may also be installed at any intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by use of the YIELD sign. Stop and Yield signs should be installed in a manner that minimizes the numbers of vehicles required to stop or yield. They shall not be installed on different approaches to the same intersection. If a Stop or Yield sign is being considered at an intersection, refer to Sections 2B.04 to 2B.10 of the MUTCD for more 22 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

29 information. A Stop or Yield sign should not be installed on the major street unless justified by an engineering study (Section 2B.04 of the MUTCD). An engineering study is not required for the installation of 2-way stops or yields if the road restricted is the lesser travelled road, however, it may be prudent to have an engineering study performed. 6.2 MULTI-WAY STOP Application of multi-way stop, also referred to as all-way stop, control is discussed in Section 2B.07 of the MUTCD. Situations are rare on low-volume roads where an all-way stop is appropriate. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. An engineering study is required by the MUTCD for an all-way stop. Section 2B.05 of the MUTCD states a standard that at intersections where all approaches are controlled by STOP R1-3P signs, an ALL WAY supplemental plaque (R1-3P) shall be mounted below each STOP sign. Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs. Previous editions of the MUTCD allowed 3-WAY and 4-WAY plaques, however, when these plaques are no longer serviceable they should be replaced by the ALL WAY plaque. 6.3 SPEED LIMIT Sign (R2 Series) Section 5B.03 of the MUTCD sets the following standard: than 20 mph and not more than 65 mph. K.S.A also states that: Local authorities who have jurisdiction over county or township highways may determine, based on an engineering and traffic investigation or without an engineering and traffic investigation, the proper maximum speed for such county or township highways and shall declare a reasonable and safe maximum limit thereon which may be greater or less than the maximum speed permitted under this act, except that in no event shall any local authority establish any such maximum limit in excess of 65 miles per hour. Although state law does allow modification of a speed limit without an engineering study, it is prudent to obtain an engineering study as required by the MUTCD. 6.4 WEIGHT LIMIT Signs (R12-1 to R12-5) K.S.A provides that local authorities can establish bridge weight limits and reasonable truck restrictions on roads under their jurisdiction. Typical signs are shown in the following figure taken from Figure 2B-29 of the MUTCD. Figure 6-2 Weight Limit Sings (Part of Figure 2B-29 of the MUTCD) R12-1 R12-2 R12-3 R2-1 Standard: 01 If used, Speed Limit (R2 series) signs (see Figure 5B-1) shall display the speed limit established by law, ordinance, regulation, or as adopted by the authorized agency following an engineering study. The displayed speed limits shall be in multiples of 5 mph. 02 Speed limits shall be established in accordance with Section 2B.13. R12-4 R12-5 Federal regulations require bridges to be inspected and load rated. If the bridge should not carry the legal load, federal regulations require weight limits be installed. These signs protect both the bridge and the public. The R12-1 to R12-5 signs are typically used for bridge weight limit posting. The basic rule governing speed of vehicles in Kansas is stated in K.S.A : No person shall drive a vehicle at a speed greater than is reasonable and prudent under the conditions and having regard to the actual hazards then existing. Law enforcement is reluctant to cite drivers for violating this provision, because what is reasonable and prudent is somewhat arbitrary. Except in an urban district, K.S.A sets the maximum speed limit on any county or township highway at 55 miles per hour. K.S.A allows local authorities to alter the speed limits on their roads to not less Restricting trucks or setting weight limits on specific roads may sometimes be appropriate. There are many factors to consider so the resolution adopting the restrictions must be prepared carefully by an experienced attorney. Major items to consider for a road posting are the size and type of vehicles being restricted, the penalty clause, enforcement, and exemptions. Exemptions might include emergency vehicles, utility company and road maintenance vehicles, deliveries to property along the road, and trips accessing property adjacent to the road. A WEIGHT LIMIT or truck restriction sign shall be located to allow prohibited vehicles the opportunity to detour or turn around. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

30 CHAPTER 7 - RAILROAD GRADE CROSSINGS Figure 7-1 Crossbuck Assembly (Figure 8B-2 from the MUTCD) 7.0 Description and Use of Key Traffic Control Devices This chapter covers the basic signing of highway-rail intersections, commonly called railroad grade crossing, railroad crossings, or grade crossings. This Handbook covers the most common crossing situations; for a more detailed discussion refer to Chapter 8 of the MUTCD. Three types of traffic control devices provide the driver with information about a grade crossing. Those devices are the Crossbuck Assembly, advance warning signs, and pavement markings on paved road. Additionally, on some roads, there are flashing light signals and gates. The Crossbuck Assembly, flashing lights and gates are the responsibility of the railroad. Advance warning signs as well as pavement markings on paved roads are the responsibility of the agency that maintains the road. 7.1 Crossbuck Assembly The railroad is responsible for the Crossbuck Assembly, which includes the Crossbuck, Number of Tracks plaque (R15-2P) (if more than one track), and a 2 white reflective strip on the back of each Crossbuck blade. Additionally, on at passive grade crossings, a STOP or YIELD sign plus a 2 white reflective strip on each side of the Crossbuck post is required (the strip in front of the post may be red in color). K.S.A. 66-2,121 requires the railroad to place and maintain a Crossbuck Assembly on the right side of the roadway at each approach to a grade crossing. Missing or damaged Crossbucks and signals should be reported to the railroad. Section 8B.18 of the MUTCD states the railroad should (but is not required to) install emergency notification signs at grade crossings. Notes 1. YIELD or STOP signs are used only at passive crossings. A STOP sign is used only if an engineering study determines that it is appropriate for that particular approach. 2. Mounting height shall be at least 4 feet for installations of YIELD or STOP signs on existing Crossbuck sign supports. 3. Mounting height shall be at least 7 feet for new installations in areas with pedestrian movements or parking. 7.2 STOP and YIELD Signs on Crossbuck The MUTCD has a new requirement for a YIELD or STOP sign on the Crossbuck Assembly at passive grade crossings. The effective date of the YIELD or STOP sign requirement is December 31, Section 8B.04 of the MUTCD states a YIELD sign is the default sign and an engineering study is required for a STOP sign: Standard 05 A YIELD sign shall be the default traffic control device for Crossbuck Assemblies on all highway approaches to passive grade crossings unless an engineering study performed by the regulatory agency or highway authority having jurisdiction over the roadway approach determines that a STOP sign is appropriate. 7.3 STOP AHEAD and YIELD AHEAD Signs Section 5F.04 of the MUTCD requires a STOP AHEAD or YIELD AHEAD sign where the Crossbuck Assembly is not visible for a sufficient distance to permit a road user to respond to the device. 24 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

31 Standard 02 At all highway-rail grade crossings where YIELD or STOP signs are installed, Yield Ahead (W3-2) or Stop Ahead (W3-1) signs shall also be installed if the criteria for their installation in Section 2C.36 is met. To meet this sight distance criteria, use Table 4D-2 of the MUTCD, which is reprinted below. If the sight distance is inadequate, a Stop Ahead or Yield Ahead sign should be installed. Table 7-1 Minimum Sight Distance for Signal Visibility (Table 4D-2 of the MUTCD) 85th-Percentile Speed Minimum Sight Distance 20 mph 175 feet 25 mph 215 feet 30 mph 270 feet 35 mph 325 feet 40 mph 390 feet 45 mph 460 feet 50 mph 540 feet 55 mph 625 feet 60 mph 715 feet this Handbook. Refer to Section 8B.27 of the MUTCD for details on pavement markings at grade crossings. 7.5 Advance Warning Signs (W10 Series) Section 5F.03of the MUTCD requires advance warning signs at all grade crossings: Standard: 01 Except as provided in Paragraph 2, a Grade Crossing Advance Warning (W10-1) sign (see Figure 5F-1) shall be used on all low-volume roads in advance of every highway-rail grade crossing. Option: 02 The Grade Crossing Advance Warning sign may be omitted for highway-rail grade crossings that are flagged by train crews. 03 The W10-2, W10-3, and W10-4 signs (see Figure 5F-1) may be used on low-volume roads that run parallel to railroad tracks to warn road users making a turn that they will encounter a highway-rail grade crossing soon after making the turn. Figure 7-2 Highway-Rail Crossing Signs and Plaques (Figure 5F-1 of the MUTCD) If a Yield Ahead or Stop Ahead sign is installed on the approach to the crossing, the railroad advance warning (W10-1) sign shall be installed upstream from the Yield Ahead or Stop Ahead sign. The Yield Ahead or Stop Ahead sign shall be located in accordance with Table 3-1 for a stop condition. The minimum distance between the railroad advance warning (W10-1) sign and the Stop Ahead and Yield Ahead is based on the perception reaction time (PRT) of 2.5 seconds for the speed limit, which is 200 feet for 55 mph. 7.4 Pavement Markings On paved roads, the pavement markings in advance of the grade crossing consist of an X, the letters RR, certain transverse lines, and centerline no passing lines if the centerline is marked. Also, Stop bars are required at active signals. Guidance on which grade crossings on paved roads should have pavement markings is in Section 5F.05 of the MUTCD: Guidance: 01 Pavement markings at highway-rail grade crossings should be used on paved low-volume roads, particularly if they are already deployed at most other highway-rail grade crossings within the immediate vicinity, or when the roadway has center line markings. Few low-volume roads in Kansas are paved, so details of pavement markings at grade crossings are not included in Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

32 The round W10-1 railroad advance warning sign is required on the approach to a grade crossing. The advance placement of the W10-1 sign shall be located in accordance with Table 3-1 for a stop condition. On a low-volume road parallel with the railroad, if the distance between the tracks and the parallel road is less than 100 feet the W10-2, W10-3, or W10-4 signs may be installed on each approach of the parallel road. When the W10-2, W10-3, or W10-4 is installed on the parallel road, the W10-1 sign is not required between the tracks and the parallel road. Figure 7.3 Advance Warning Sign Placement at Grade Crossings. 7.6 Low-Ground Clearance Highway-Rail Grade Crossing Sign (W10-5) Section 8B.23 of the MUTCD provides guidance on abrupt crossings: W10-5 W10-5P Guidance: 01 If the highway profile conditions are sufficiently abrupt to create a hang-up situation for long wheelbase vehicles or for trailers with low ground clearance, the Low Ground Clearance Grade Crossing (W10-5) sign (see Figure 8B-4) should be installed in advance of the grade crossing. Standard: 02 Because this symbol might not be readily recognizable by the public, the Low Ground Clearance Grade Crossing (W10-5) warning sign shall be accompanied by an educational plaque, LOW GROUND CLEARANCE. The LOW GROUND CLEARANCE educational plaque shall remain in place for at least 3 years after the initial installation of the W10-5 sign (see Section 2A.12). Guidance is also provided that if engineering judgment of roadway geometric and operating conditions confirms vehicle speeds across the railroad tracks should be below the posted speed limit, a W13-1 advisory speed plaque should be posted. 7.7 Rough Crossing Sign (W10-15P) Grade crossings are almost always more irregular than the approach roadways. Conditions of the actual crossing or the vertical grades approaching the crossing may make the crossing rough. Drivers expect a railroad crossing to be somewhat rough and there is no requirement in the MUTCD to sign rough crossings. Section 8B.23 of the MUTCD provides an option for rough crossings: W10-15P Option: 05 If the grade crossing is rough, word message signs such as BUMP, DIP, or ROUGH CROSS- ING may be installed. A W13-1P advisory speed plaque may be installed below the word message sign in advance of rough crossings. The BUMP, DIP, or ROUGH CROSSING sign would be a standard black on yellow 30 x 30 diamond warning sign. The advisory speed plaque would be 18 x 18. Another option is a ROUGH CROSSING W10-15P plaque (30 x 24 ) under the railroad advance warning sign W Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

33 CHAPTER 8 - NARROW BRIDGES, CULVERTS AND ROADSIDE OBSTACLES Figure 8-1 Before Tapering Road 8.0 General Bridges and culverts that are narrower than the approach roadway, and obstacles at the edge or adjacent to the roadway, may be unexpected conditions not be readily apparent. This chapter provides guidance in providing traffic control for these situations based on the Road Type and site conditions. The options available to advise the road user of narrow and one-lane structures as well as roadside obstacles include: 1. Positive guidance; 2. Advance warning signs; 3. Object markers; and 4. Delineators. Notes: Roadway wider than structure (e.g. culvert or bridge) with Edges leading into culvert headwall, bridge railing or ditch. Figure 8-2 After Tapering Road 8.1 Positive Guidance Positive guidance is the concept that drivers can be given sufficient information where they need it and in a form they can best use it to safely avoid an obstacle. (Alexander, G.J. and H. Lunenfeld, 1973) Positive guidance can be given to the driver through combinations of signs, object markers, safe advisory speed signs, and probably most important of all, the view of the road ahead. If drivers can see the curves far enough ahead to judge their sharpness and adjust to a safe speed, or if intersections are visible and clear of sight obstructions, or if all narrow bridges and culverts are visible to drivers from both directions, drivers should need few signs. The condition just described might be called roadway positive guidance. Studies have shown the edge of the roadway ahead is among the most important guidance information the driver uses. Using the edge of roadway in this manner provides an easy and effective way of providing positive guidance at narrow bridges and culverts or other roadside obstacles. An Example of Positive Guidance - Tapering is a simple technique in which the traveled way (the maintained part of the road) is gradually narrowed (tapered) some distance ahead of say, a narrow culvert. If tapering is not used, drivers may not see the end of the short culvert and if they continue to follow the edge of roadway they may drop a wheel off the end of the culvert. This is illustrated in Figure 8-1. If tapering is used, drivers simply follow, as usual, the edge of roadway and thus are guided away from the roadside obstacle (See Figure 8-2). Note: Tapered Section Roadway width is gradually reduced to width of structure with edges leading away from ditch or culvert ends. 8.2 Tapering Technique A tapered roadway edge may be used to guide the driver away from hazardous obstacles such as bridge abutments, edge drop-offs, culverts or other objects, which narrow the roadway. Minimum recommended taper lengths are shown in Table 8-1, with a graphic depiction of L and W in Figure 8-3. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

34 TABLE 8-1 Minimum Taper Lengths, L (feet) Offset W (feet) Speed Limit or Prevailing Speed Less than 30 mph mph Over 40 mph 2 30' 50' 100' 3 45' 75' 150' 4 60' 100' 200' 5 75' 125' 250' 6 90' 150' 300' The taper lengths in Table 8-1 are based on formulas for taper in Table 6C-4 of the MUTCD. See Figures 8-2 and 8-3 for illustration of W and L. Figure 8-3 Taper Details 8.4 ONE LANE BRIDGE Sign (W5-3) Section 5C.06 of the MUTCD provides guidance on use of the One Lane Bridge Sign: W5-3 Guidance: 01 A ONE LANE BRIDGE (W5-3) sign (see Figure 5C-2) should be used on low-volume two-way roadways in advance of any bridge or culvert: A. Having a clear roadway width of less than 16 feet, or B. Having a clear roadway width of less than 18 feet when commercial vehicles constitute a high proportion of the traffic, or C. Having a clear roadway width of 18 feet or less where the approach sight distance is limited on the approach to the structure. Option: 02 Roadway alignment and additional warning may be provided on the approach to a bridge or culvert by the use of object markers and/or delineators. The One Lane Bridge sign should be used on Road Type A. On Road Type B and C, the One Lane Bridge sign is not typically needed if there is adequate approach sight distance to see the road taper, object marker or delineator at the bridge or culvert. Road Type D is a one-lane road and the One Lane Bridge sign is not used. 8.5 Object Markers Section 5C.14 of the MUTCD addresses the use of object markers to mark obstructions: 8.3 NARROW BRIDGE Sign (W5-2) Section 5C.05 of the MUTCD provides an option for use of the Narrow Bridge Sign: W5-2 Option: 01 The NARROW BRIDGE (W5-2) sign (see Figure 5C-2) may be used on an approach to a bridge or culvert that has a clear width less than that of the approach roadway. The Narrow Bridge sign is an optional sign that should be considered for use on Road Type A where there is limited approach sight distance or the structure is very narrow. Support: 01 The purpose of object markers is to mark obstructions located within or adjacent to the roadway, such as bridge abutments, drainage structures, and other physical objects. Type 1 Object Markers (OM1) mark obstructions within the roadway. They are typically used at the approach end of median islands, and are not normally used on two lane roads. Type 2 Object Markers (OM2) are used to mark obstructions adjacent to the roadway. The most commonly used option is the 6 x 12 yellow sheeting. Type 3 Object Markers (OM3) are used to mark obstructions in or adjacent to the roadway. The OM3 is a 12 x 36 black and yellow striped panel with the stripes sloping downward toward the side of the obstruction on which traffic is to pass. 28 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

35 Figure 8-4 Object Markers (From Figure 5C-1 of the MUTCD) Type 4 Object Markers (OM4) are used to mark the end of a roadway. The most commonly used option is the 18 x 18 red sheeting. To provide required retroreflectivity, high intensity sheeting is required on all object markers. The edge of the OM2 or OM3 closest to the road user shall be installed in line with the closest edge of the obstruction. The typical mounting height to the bottom of the object marker should be 4 feet above the near edge of the traveled way. When the marker is placed down the foreslope, the mounting height to the bottom of the object marker should be at least 4 feet above the ground. When object markers or markings are applied to an object that, by its nature, requires a lower or higher mounting, the vertical mounting height may vary according to need. Figure 8-5 Example Mounting of Object Markers 8.6 Markings for Objects Within the Roadway Section 5C.14 of the MUTCD states the purpose of object markers is to mark obstructions within or adjacent to the roadway, but does not require objects to be marked and does not provide guidance on the situations when object markers should be used. Without a standard or guidance on the use of object markers, engineering judgment is the basis for marking objects within or adjacent to the roadway. Tradition and engineering judgment agree with driver expectation that objects within the roadway should be marked in some way. When practical, objects within the roadway, including those on the left side of the roadway approaching the object should be marked by OM3s. Modification of the standard object marker may be appropriate where wide farm equipment cannot pass without damaging the object marker; see paragraph Markings for Objects Adjacent to the Roadway Section 5C.14 of the MUTCD states the purpose of object markers is to mark obstructions located adjacent to the roadway, such as bridge abutments, drainage structures, and other physical objects. There is no requirement in the MUTCD to mark obstructions adjacent to the roadway, and there is no guidance on the distance from the road that would be considered adjacent. Without a standard or guidance on the use of object markers, engineering judgment is the basis for marking objects adjacent to the roadway. Objects and culvert ends on the right side of the roadway should be marked based on Road Type: For Road Type A: On Road Type A, all objects and culvert ends within 4 feet of the edge of the road should be marked with an OM2. Consider marking large box culverts and large Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

36 crossroad pipe ends more than 4 feet from the edge of the road with an OM2. Small crossroad pipes with ends more than 4 feet from the edge of the road may be marked with an OM2, delineator, or steel post to warn maintenance equipment such as mowers. Modification of the standard OM2 may be appropriate where wide farm equipment cannot pass without damaging the object marker; see paragraph 8.6. For Road Types B and C: On Road Types B and C, all objects and large culvert ends within 4 feet of the edge of the road should be marked with an OM2. Modification of the standard OM-2 may be appropriate where wide farm equipment cannot pass without damaging the object marker (see Paragraph 8.8.) For Road Type D: On Road Type D, objects adjacent to the road are not usually marked. Where Type 3 object markers are applied to the approach ends of guardrail and other roadside objects, sheeting without a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size of the approach end of the guardrail with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass. 8.8 Object Markers and Farm Equipment In rural areas of Kansas, object marker maintenance at bridges and culverts is a major concern due to damage caused by wide farm equipment. Wide farm equipment cannot pass through narrow structures and many standard width structures without removing or knocking down standard height object markers. Modification of the standard object marker may be appropriate where wide farm equipment cannot pass without damaging the object marker. In typical situations where standard height object markers routinely become unserviceable, other options should be considered to effectively warn the driver of a narrow structure. Depending on site conditions, effective options include lowering the object marker, placing double faced object markers at opposite corners of the bridge, tapering the road width so the obstruction is no longer in the road, installing a modified OM2, a flexible delineator, or a combination of options. Since driver expectancy changes with the physical characteristics of the roadway, the degree of guidance required varies by Road Type. Staggered Object Markers: Rather than installing object markers at all four corners of the narrow structure, install double faced object markers at the approach (right) corners of the structure, and a flexible delineator on the departing (left) corner of the structure. To allow more room for the farm equipment to weave through the object markers, the object markers may be set in advance of the structure and in line with the obstruction. The departing side flexible delineator can be omitted on short structures such as crossroad pipes and small box culverts. Lower Object Markers: If the obstruction is 36 or higher, the object markers could be lowered so the top of the object marker and obstruction are at the same level. If the obstruction is within the roadway and is less than 36 high, a full height OM3 may be set with the base near ground level. Object markers have not been crash tested at the lower mounting height, so if the object marker is set on a separate post, use a 2 lb. or smaller U channel post that fails in bending. Object markers set below the normal height may require additional maintenance to provide good visibility. Positive Guidance: On Road Types B, C and D, the road may be tapered at the approach to a narrow structure so the structure is no longer narrower than the roadway. See Paragraphs 8.1 and 8.2 for details on the required taper. On Road Types B and C, all objects and large culvert ends within 4 feet of the edge of the road should be marked with an OM2. Alternate OM2: A standard OM2 is a 6 x 12 panel with the bottom of the panel at 4 feet above the roadway. As discussed above, in certain situations, the OM2 may be lowered so the top of the panel is 36 above the roadway. If the lowered OM2 is still being damaged by farm equipment or is difficult to see because of vegetation, it may be more effective to use a marker on a flexible post. The standard flexible posts have a 3 wide reflective strip. For the purpose of replacing an OM2, the flexible post should have a 3 x 24 yellow reflective panel with the top set so the reflective section is visible to approaching traffic. This alternate OM2 will have the same amount of reflective sheeting as a standard OM2 and should function as effectively. The alternate OM2 may be double sided. Figure 8-6 Object markers set low at bridge to pass farm equipment 30 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

37 CHAPTER 9 LOW-WATER STREAM CROSSINGS 9.0 General Low-water stream crossings may be found on low-volume roads in rural areas. The major issue is to warn drivers about the possibility of flooding. Another item to consider is an advisory speed to drive over the crossing. Low water crossings are not mentioned in the MUTCD. The signs suggested in this section are similar to previous editions of this Handbook. W ROAD MAY FLOOD Sign (W8-18) The Road May Flood sign was introduced in the 2009 MUTCD and replaces the FLOOD AREA AHEAD sign that was recommended in the previous editions of this Handbook. When the Flood Area Ahead sign becomes unserviceable, it should be replaced by the Road May Flood sign. 9.2 IMPASSABLE DURING HIGH WATER Sign The Impassable During High Water sign is not an MUTCD standard sign. The sign is a 30 x 30 diamond and will need to be special ordered or fabricated. The legend should conform to the MUTCD standards for warning signs. 9.3 DO NOT ENTER WHEN FLOODED The Do Not Enter When Flooded sign is not an MUTCD standard sign. The sign is a 24 x 30 rectangle and will need to be special ordered or fabricated. The legend should conform to the MUTCD standards for regulatory signs. 9.5 Guidance on Signing Guidance on signing at low water crossings is based on the Road Type. On Road Type A, all three signs should be installed: ROAD MAY FLOOD, IMPASSABLE DURING HIGH WATER and DO NOT ENTER WHEN FLOODED (see Figure 9-7). On Road Type B the ROAD MAY FLOOD and IMPASSABLE DURING HIGH WATER signs should be used. On Road Type C, the ROAD MAY FLOOD sign should be used. On Road Type D, no signing is necessary. 9.6 Longitudinal Placement of Signs The longitudinal placement of the sign(s) may vary depending on the usual operating speed, the terrain, and the number of signs. If only one sign (ROAD MAY FLOOD) is used, it should be placed at a minimum distance in accordance with Table 3-1 for a stop condition. The distance should be measured from the near bank of the stream or near edge of the crossing. If three signs are used, Table 3-1 would not apply as all three signs are warning of the same condition and location. Figure 9-7 has suggested distances which may vary based on site conditions. Figure 9-7 Example Signing of Low-Water Stream Crossing on Road Type A Note: On Road Type B the ROAD MAY FLOOD and IMPASSABLE DURING HIGH WATER signs should be used. On Road Type C the ROAD MAY FLOOD sign should be used. On Road Type D no signing is necessary. *Distances may be increased based on engineering judgment and site conditions. W13-1P W16-2P 9.4 Advisory Speed Plaque (W13-1P) and Supplemental Distance Plaque (W16-2P) Many crossings have a dip or a sag in the vertical alignment that may cause a problem if driven at the operating speed. An advisory speed plaque may be needed to warn the driver of this condition. There are no engineering criteria to determine the advisory speed. A practical method is to drive the crossing a number of times with both a pickup and a car to determine the maximum speed that feels comfortable. If the advisory speed is less than the speed limit, consider an Advisory Speed Plaque. The Advisory Speed Plaque is placed below one of the warning signs. Sign should be placed where LWSC is visible to driver. Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

38 CHAPTER 10 - TEMPORARY TRAFFIC CONTROL 10.0 General Guidance The MUTCD provides guidance for the use of traffic control devices at construction and maintenance zones. The current term for these devices is, Temporary Traffic Control, abbreviated in this chapter as TTC. Section 5G.01 of the MUTCD provides the following guidance on traffic control for low-volume roads. Guidance: 01 The safety of road users, including pedestrians and bicyclists, as well as personnel in work zones, should be an integral and high priority element of every project in the planning, design, maintenance, and construction phases. Part 6 should be reviewed for additional criteria, specific details, and more complex temporary traffic control zone requirements. The following principles should be applied to temporary traffic control zones: A. Traffic movement should be disrupted as little as possible. B. Road users should be guided in a clear and positive manner while approaching and within construction, maintenance, and utility work areas. C. Routine inspection and maintenance of traffic control elements should be performed both day and night. D. Both the contracting agency and the contractor should assign at least one person on each project to have day-to day responsibility for assuring that the traffic control elements are operating effectively and any needed operational changes are brought to the attention of their supervisors. 02 Traffic control in temporary traffic control zones should be designed on the assumption that road users will only reduce their speeds if they clearly perceive a need to do so, and then only in small increments of speed. Temporary traffic control zones should not present a surprise to the road user. Frequent and/ or abrupt changes in geometrics and other features should be avoided. Transitions should be well delineated and long enough to accommodate driving conditions at the speeds vehicles are realistically expected to travel. 03 A temporary traffic control plan (see Section 6C.01) should be used for a temporary traffic control zone on a low-volume road to specify particular traffic control devices and features, or to reference typical drawings such as those contained in Part Detours Because most low-volume roads serve local residents who are familiar with the road system, detours are not normally provided when a road is closed. A detour may be appropriate for Road Type A when there is a preferred route around the closed section of the road. Detour signing is not included in this Handbook. Typical applications for detour signing are shown in Typical Applications 8 and 20 in Section 6H of the MUTCD Flagger Qualifications Section 6E.01 of the MUTCD provides guidance on the qualifications for flaggers: Guidance: 01 Because flaggers are responsible for public safety and make the greatest number of contacts with the public of all highway workers, they should be trained in safe traffic control practices and public contact techniques. Flaggers should be able to satisfactorily demonstrate the following abilities: A. Ability to receive and communicate specific instructions clearly, firmly, and courteously; B. Ability to move and maneuver quickly in order to avoid danger from errant vehicles; C. Ability to control signaling devices (such as paddles and flags) in order to provide clear and positive guidance to drivers approaching a TTC zone in frequently changing situations; D. Ability to understand and apply safe traffic control practices, sometimes in stressful or emergency situations; and E. Ability to recognize dangerous traffic situations and warn workers in sufficient time to avoid injury High-visibility Safety Apparel Section 6D.03 of the MUTCD requires that all workers within the right-of-way, including emergency responders, must wear high visibility apparel. The apparel requirement is ANSI/ISEA Class 2 for daytime and Class 3 for nighttime. This requirement applies to flaggers (Section 6E.03 of the MUTCD) as well as other workers when outside their equipment or vehicle Channelization Devices Section 5G.03 of the MUTCD concerns channelization devices. Channelization devices for nighttime use shall have the same retroreflective requirements specified for higher-volume roadways. To alert, guide, and direct road users through temporary traffic control zones on low-volume roads, tapers may be used to move a road user out of the traffic lane and around the work space using the spacing of devices described in Section 6F.63. Spacing between cones or other channelization devices shall not be less (in feet) than the speed limit (in mph) when used for taper channelization, and a distance in feet of 2.0 times the speed limit in mph when used for tangent channelization. The most common channelizing device on low-volume roads are cones. For daytime, cones should not be less than 18 inches in height, and for nighttime, cones should not be less than 28 inches in height. 32 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

39 10.5 Type 3 Barricade Type 3 Barricades should be used to close or partially close a road. When used at a road closure, they may be placed completely across a roadway. Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day. When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway; they are staggered. Figure 10-1 Type 3 Barricade (Source: MUTCD, Figure 6F-7) 5 ft MIN. 4 ft MIN. Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn. In situations where barricades may be susceptible to overturning due to wind, ballasting should be used. Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. 45º TYPE 3 BARRICADE 10.6 Temporary Traffic Control Signs for Low-Volume Roads 8 to 12 inches Figure 10-2 Temporary Traffic Control Signs and Plaques for Low-Volume Roads (Source: MUTCD, Figure 5G-1) 10.7 Workers Signs (W21-1 and W21-1a) A Workers symbol sign may be used to alert road users of workers in or near the roadway. In the absence of other warning devices, a Workers symbol sign should be used when workers are in the roadway Detour Signs (M4-9 and M4-10) The DETOUR ARROW sign (M4-9 and M4-10) is used at a point where a detour roadway or route has been established due to the M4-9 M4-10 closure of a road to through-traffic. Where the detour begins it is normally mounted on the Type 3 barricade near the ROAD CLOSED sign or the LOCAL TRAFFIC ONLY sign. The Detour Arrow sign is also placed at each turn of the detour. The END DETOUR sign (M4-8a and M4-8b) is an optional sign that may be used to advise the motorist that the detour has ended Road Closed Sign (R11-2) The ROAD (STREET) CLOSED sign should be used when the roadway is closed to all road users except contractors equipment or officially authorized vehicles. The R11-2 sign R11-2 should be accompanied by appropriate warning and detour signing. The words BRIDGE OUT (or BRIDGE CLOSED) may be substituted for ROAD (STREET) CLOSED where applicable. The ROAD (STREET) CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 barricade that closes the roadway. The ROAD (STREET) CLOSED sign shall not be used where road user flow is maintained or where the actual closure is some distance beyond the sign Local Traffic Only Signs (R11-3a and R11-4) The local traffic only signs should be used where traffic flow detours to avoid a closure some distance beyond the sign, but where the local road users can use the roadway R11-3a to the point of closure. These signs should be accompanied by appropriate warning and detour signs. R11-4 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

40 10.11 Mounting of Temporary Traffic Control Signs Temporary traffic control signs that will be in place for long periods of time are usually mounted on crashworthy posts or a barricade. For signs that will be in place for a short period of time they may be mounted on a barricade, tripod, sign stand or on the back of a truck. The bottom of signs on barricades and stands should be a minimum of 1 foot above the road surface. Figure 10-3 Method of mounting signs other than on posts (Source: MUTCD, Figure 6F-2) Typical Application - Gravel Road Maintenance (Dragging) This application is typical maintenance (dragging of unpaved roads). A motor grader shall be equipped with a slow moving vehicle emblem, flashing lights, and a beacon. Flags at the ends of the moldboard are optional. Windrows should begin where they can be seen from a distance. Large windrows should not extend across intersections. Consider optional ROAD WORK AHEAD signs on Road Type A with poor visibility of the grader Typical Application - Mobile Operations on Road Type B, C, and D Section 5G.02 of the MUTCD provides support on maintenance activities on low-volume roads. Support: 02 Maintenance activities might not require extensive temporary traffic control if the traffic volumes and speeds are low Typical Applications (TA) General Items Section 5G.02 of the MUTCD provides information on application of Temporary Traffic Control (TTC). Planned work phasing and sequencing should be the basis for the use of traffic control devices for temporary traffic control zones. Each TTC zone is different. Many variables such as location of work, roadway type and geometry, vertical and horizontal alignment, intersections, interchanges, road user volumes, vehicle mix (buses, trucks, and cars), and road user speeds affect the needs of each zone. The goal of TTC in work zones is safety with minimum disruption to road users. The key factor in promoting TTC zone safety is proper judgment. Typical applications follow this section. The applications presented here should provide sufficient guidance for the case of maintenance or minor construction on low-volume roads. These typical applications include the use of various TTC methods, but do not include a layout for every conceivable work situation. Typical applications should be altered, when necessary, to fit the conditions of a particular TTC zone. Part 6 of the MUTCD has more extensive illustrations of typical applications that should be consulted if the typical applications in this Handbook are not applicable Position of Advance Warning Signs in Work Zones Table 6H-3 of the MUTCD provides distances for the advance placement of the traffic control devices shown in the typical applications. For rural roads the advance placement distance and the distance between advance warning signs is 500 ft. Section 5G.02 of the MUTCD allows 100 feet advance placement distance and the distance between signs on lowvolume roadways with speeds of 30 miles per hour or less. This statement usually applies to mobile operations on Road Types B, C, and D where there is good sight distance. Adequate warning of mobile maintenance activities such as spreading gravel, mowing, and spot blading is provided by flashing lights and a beacon on construction equipment and trucks. In the event a vehicle approaches the work area, equipment should pull over when convenient and allow the vehicle to proceed through the work area Typical Application Mobile Operations (Patching-Striping) on Paved Road Type A 1. Vehicle-mounted signs shall be mounted in a manner such that they are not obscured by equipment or supplies. Legends on vehicle-mounted signs shall be covered or turned from view when work is not in progress. 2. Shadow and work vehicles shall display high-intensity rotating, flashing, oscillating, or strobe lights. Vehicle hazard warning signals shall not be used instead of the vehicle s high-intensity rotating, flashing, oscillating, or strobe lights. 3. If an arrow board is used, it shall be used in the caution mode. 4. Where practical and when needed, the work and shadow vehicles should pull over periodically to allow vehicular traffic to pass. 5. Shadow vehicles are used to warn motorists of the operation ahead. Whenever adequate stopping sight distance exists to the rear, the shadow vehicle should maintain the minimum distance from the work vehicle and proceed at the same speed. The shadow vehicle should slow down in advance of vertical or horizontal curves that restrict sight distance. The shadow vehicles should also be equipped 34 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

41 with two high-intensity flashing lights mounted on the rear, adjacent to the sign. 6. The distance between the work and shadow vehicles may vary according to terrain, paint drying time, and other factors. 7. If the work and shadow vehicles cannot pull over to allow vehicular traffic to pass frequently, a DO NOT PASS sign may be placed on the rear of the vehicle blocking the lane Typical Application - Lane Closure on Minor Road Types B and and C 1. Use this application only for low-speed, low-volume facilities that are typical of Road Types B and C. 2. Use this application where the work space is short and where road users can see the roadway beyond. 3. Vehicles and major equipment shall operate flashers and beacons. Figure 10-4 Mobile Operations (Source: MUTCD, Typical Application 17) Figure 10-5 Lane Closure on Road Type B and C (Adapted from TA 18 of the MUTCD) Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

42 10.18 Typical Application - Lane Closure Using Flagger 1. Two flaggers are typically required for this application. A single flagger may be used for low-volume situations with short work zones on straight roadways where the flagger is visible to road users approaching from both directions. The single flagger should be positioned to be visible to road users approaching from both directions. 2. The ROAD WORK AHEAD and the END ROAD WORK signs may be omitted for short-duration operations. 3. Where there are hills or curves, the buffer space should be extended so that the two-way traffic taper is placed before a horizontal or vertical curve to provide adequate sight distance for the flagger and a queue of stopped vehicles. Figure 10-6 Lane Closure Using Flaggers (Source: MUTCD, Typical Application 10) Figure 10-7 Lane Closure Using Flaggers (Source: Work Zone Safety Consortium adapted from MUTCD TA-10) 36 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017

43 10.19 Typical Application: Self-Regulating Work Zone This TTC zone application may be used as an alternate to the TTC application shown above (using flaggers) when the following conditions exist: Figure 10-8 Self-regulating work zone (Source: Work Zone Safety Consortium) a. Vehicular traffic volume is such that sufficient gaps exist for vehicular traffic that must yield. b. Road users from both directions are able to see approaching vehicular traffic through and beyond the worksite and have sufficient visibility of approaching vehicles. Figure 10-9 Self-Regulating TTC Zone (Source: Work Zone Safety Consortium adapted from MUTCD, TA-11) Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads,

44 10.20 Typical Application - Road Closure 1. This application is a typical road closure of a mile of road. Wing barricades with ROAD CLOSED TO THRU TRAF- FIC are set near the intersection on the mile that is closed. 2. For Road Type A install a ROAD CLOSED AHEAD (or 500 FT) in advance of the wing barricade at the intersections. 3. If roadway is closed for the day or for a short term project the signs may be placed on temporary mountings. Figure Road Closure 38 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017