HomeMy WebLinkAbout2013-03-19 PACKET 03.A.A
SEH MEMORANDUM
TO: Ms. Jennifer Levitt, PE
FROM Chad E. Setterholm, PE
DATE: March 14, 2013
RE: Corridor Trail Crossing at Hinton Avenue South
SEH No. SEH No. COTTG 113281 14.00 14.00
Per you request, I've reviewed the Corridor Trail crossing at Hinton Avenue South with a traffic
engineer to evaluate potential improvements which could enhance pedestrian safety at this location. SEH
Senior Traffic Engineer Heather Kienitz, PE provided assistance with this review.
Hinton Avenue is a four lane roadway located on the City's State Aid roadway system. It is classified as
aminor arterial currently handling 6,300 AADT (annual average daily traffic) based on 2011 traffic
counts published by the Minnesota Department of Transportation(MnDOT). The posted speed limit in
the vicinity where the Corridor Trail crosses Hinton Avenue South is 35 mph. Sight distance appears to
be adequate based on field observation, but has not been confirmed. Minnesota Department of Public
Safety crash data was also reviewed for pedestrian and/or bicycle conflicts between motor vehicles in the
vicinity of the trail crossing with Hinton Avenue South. The database indicated no such crashes occurred
during the past 5 years. There is not data readily available for the pedestiran/bicyclist demand at the
crossing the availability of acceptable gaps in traffic, nor the travel speed of motorists.
The Corridor Trail is a recreational trail with a paved bituminous surface that crosses Hinton Avenue
South approximately 240 feet south of 72 °d Street South. Trail users consist of pedestrians and bicyclists
utilizing the trail primarily for recreation and secondarily for transportation.
In recent years there have been studies published addressing the issue of enhancements at uncontrolled
pedestrian crossings to assist in the creation of local policies, however, stational standards still provide
little guidance. One of the most commonly referred to of these studies is the FHWA study by Charles
Zeeger, et al, titled, " "Safety Effects ofMarked vs. Unmarked Crosswalks at Uncontrolled Locations:
Executive Summary and Recommended Guidelines" February 2002. This study provides
recommendations for installing marked crosswalks and other pedestrian enhancements at uncontrolled
locations. The attached table (Table 1) from the study document shows how the factors of AADT, speed
hmit and cross section relate to the effectiveness of marked crosswalks and enhancements. Several
communities around the country have applied this work to their own street networks and policies.
Additi onal guidance is provided in the MnDOT Bikeways Facility Design Manual, March 2007. The
chapter regarding shared use paths (Chapter 5) provides guidance on the treatments at the intersection of
trails and roadways (attached Section 4.2 & associated Table 5 -9) based on factors such as speed limit,
and AADT.
Short Elliott Hendrickson Inc., 3535 Vadnais Center Drive, St Paul, M N 55110.5188
SEH is an equal opportunity employer I woov.sehinccom 1 8514802000 1 800 325 2055 1 8888088188 fax
Corridor Trail Crossing at Hinton Avenue South
March 14, 2013
Page 2
The two references noted above, the Minnesota Manual on Uniform Traffic Control Devices (MMUTCD)
and related materials recommend the following enhancements based on the speed limit, number of lanes
and AADT information known for the Hinton Avenue South trail crossing:
1) High visibility crosswalk (continental /zebra style)
2) Advance stop bars to reduce "multiple threat' pedestrian - vehicle crash potential
3) Advance Pedestrian Crossing Warning Signs (W1 1-2)
4) Pedestrian refuge median (not immediately feasible w/ the current lane configuration on
Hinton Avenue South)
5) Crosswalk Signing and Treatment Considerations
a. In- pavement lighting for crosswalk
b. LED Illuminated Warning Pedestrian Crossing Assembly with down arrow
(W1 1-2, W16 -7P) with push button
c. Warning Pedestrian Crossing Assembly with down arrow (W11-2, W16-7P)
including push button and flashing warning beacon
d. In- Street and Overhead Pedestrian Crossing Signs (Rl -6a, R1-6b, R1-9a, and Rl-
9b)
e. Warning Pedestrian Crossing Assembly with down arrow (W11-2, W16-7P)
including the pedestrian push button activated Rectangular Rapid Flashing
Beacon. The rectangular rapid flashing beacon (RRFB) has interim approval
from MnDOT and FHWA. The flashing device would be located between the
W1 1-2 sign and the down arrow sign. Once activated, the device rapidly flashes
two amber beacon lights. The RRFB has a record of high driver compliance. The
RRFP can be push button activated and utilize video detection (See attachment).
f Traffic Signal or Hybrid Pedestrian Beacon — The installation of a traffic signal
or hybrid pedestrian beacon is dictated by the meeting of warrant criteria set forth
in the MMUTCD.
In addition to the installations options above, adequate lighting of the crossing area and ADA compliant
curb ramps should be confirmed. Adequate sight distance should also be confirmed.
If Staff and ultimately Council choose to implement enhancements outlined in this memo, it is
recommended the following be implemented at a minimum based on the supporting documentation and
known data:
1) High visibility crosswalk (continental /zebra style)
2) Advanced stop bars to reduce "multiple threat' pedestrian - vehicle crash potential
Warning Pedestrian Crossing Assembly with down arrow (W1 1-2, W16-7P) including the
Pedestrian push button activated Rectangular Rapid Flashing Beacon. Installation of this device
will require notification of MnDOT.
ces
attachment
c: Heather Kienitz, PE — SEH
file
slaeAcAmttgV11&195\5- final - dsgnA50 final - dsgnA10 civilAc=domrail cossinglheaffi _m memo _c=dortrail crossing at hinton fink done
Table 1. Recommendations for installing marked crosswalks and
other needed pedestrian improvements at uncontrolled locations.*
Roadway Type
(Number of Travel Lanes
and Median Type)
Vehicle ADT
< 9,000
Vehicle ADT
>9000 to 12,000
Vehicle ADT
>12,000 - 15,000
Vehicle ADT
> 15,000
Speed Limit*
<_ 30
mi /h
35
mi /h
40
mi /h
< 30
mi /h
35
mi /h
40
mi /h
<30
mi /h
35
mi /h
40
mi /h
< 30
mi /h
35
mi /h
40
mi /h
2 Lanes
C
C
P
C
C
P
C
C
N
C
P
N
3 Lanes
C
C
P
C
P
P
P
P
N
P
N
N
Multi -Lane (4 or More Lanes)
With Raised Median * **
C
C
P
C
P
N
P
P
N
N
N
N
Multi -Lane (4 or More Lanes)
Without Raised Median
C
P
N
P
P
N
N
N
N
N
N
N
* These guidelines include intersection and midblock locations with no traffic signals or stop signs on the approach to the crossing. They do not apply to
school crossings. A two -way center turn lane is not considered a median. Crosswalks should not be installed at locations that could present an increased
safety risk to pedestrians, such as where there is poor sight distance, complex or confusing designs, a substantial volume of heavy trucks, or other dangers,
without first providing adequate design features and/or traffic control devices. Adding crosswalks alone will not make crossings safer, nor will they
necessarily result in more vehicles stopping for pedestrians. Whether or not marked crosswalks are installed, it is important to consider other pedestrian
_ facility enhancements (e.g., raised median, traffic signal, roadway narrowing, enhanced overhead lighting, traffic - calming measures, curb extensions), as
`o needed, to improve the safety of the crossing. These are general recommendations; good engineering judgment should be used in individual cases for
deciding where to install crosswalks.
** Where the speed limit exceeds 40 mi/h (64.4 km/h) marked crosswalks alone should not be used at unsignalized locations.
C = Candidate sites for marked crosswalks. Marked crosswalks must be installed carefully and selectively. Before installing new marked crosswalks, an
engineering study is needed to determine whether the location is suitable for a marked crosswalk. For an engineering study, a site review may be
sufficient at some locations, while a more in -depth study of pedestrian volume, vehicle speed, sight distance, vehicle mix, etc. may be needed at other
sites. It is recommended that a minimum of 20 pedestrian crossings per peak hour (or 15 or more elderly and/or child pedestrians) exist at a location
before placing a high priority on the installation of a marked crosswalk alone.
P = Possible increase in pedestrian crash risk may occur if crosswalks are added without other pedestrian facility enhancements. These locations
should be closely monitored and enhanced with other pedestrian crossing improvements, if necessary, . before adding a marked crosswalk.
N = Marked crosswalks alone are insufficient, since pedestrian crash risk may be increased due to providing marked crosswalks alone. Consider using
other treatments, such as traffic - calming treatments, traffic signals with pedestrian signals where warranted, or other substantial crossing
improvement to improve crossing safety for pedestrians.
* ** The raised median or crossing island must beat least 4 ft (1.2 m) wide and 6 ft (1.8 m) long to adequately serve as a refuge area for pedestrians in
accordance with MUTCD and American Association of State Highway and Transportation Officials (AASHTO) guidelines.
150
Chapter 5: Shared -Use Paths
5 -4.2 Path /Roadway Intersection Treatment Selection
This section provides guidance for selecting an appropriate treatment for a crossing of a shared -
use path or other bikeway and a roadway. Additional information is provided in Chapter 4.
Intersections between paths and roadways are among the most critical issues in bikeway design.
According to the National Highway Traffic Safety Administration, more than half of all bicycle
crashes nationwide occur at these intersections. Due to the potential conflicts, careful design is
critically important to the safety of bikeway users and motorists alike.
At intersections, bicyclists on paths face many of the same conflicts they do on a roadway,
complicated by integration with pedestrians. Problems associated with at -grade crossings often
relate to motorists' expectations that crosswalk users will be traveling at pedestrian speeds rather
than typical bicycle speeds.
For paths parallel to roadways, intersections present many risks. When approaching a free -right
turn, motorists typically do not anticipate any conflict on the right and are looking to the left for
traffic entering the intersection, so they may not see bicyclists approaching the intersection on a
parallel shared -use path. Turning motorists may not consider that bicyclists will be traveling off
the road, yet in the right -of -way. When meeting a motorist, a bicyclist is often compelled to stop
and yield to a left or right- turning vehicle. To account for these issues, the key is finding an
appropriate balance by locating the crossing close enough to the intersection to allow adequate
visibility, far enough away to allow sufficient motorist reaction time, yet not so far away that
approaching vehicles are caught unaware of the crossing path. One -way paths at signalized
intersections may increase visibility and safety, especially in regard to right- turning motorists and
through - traveling bicyclists.
Table 5 -9 recommends choosing a treatment for path /roadway intersections based on roadway
speed and ADT, according to two different classes of crossing safety; "good" or "satisfactory."
Choose the "good" crossing treatment if the path is used for trips to school, if a large number of
users are children, seniors, or disabled people, or if the crossing point is heavily used at times of
peak bicycle and pedestrian use. Also, choose the "good" crossing treatment if the roadway
cross section is large or the bikeway is part of a main bike route, or if future land development is
likely to result in a significant increase of bicycle traffic or motor vehicle traffic. The following
table lists guidelines for intersection treatment recommendations; however, each intersection is
unique and will require sound engineering judgment on a case by case basis.
Mn /DOT Bikeway Facility Design Manual March 2007
Chapter 5: Shared -Use Paths
151
Table 5 -9: Recommended Bikeway Intersection Treatments (Shared -
Use Paths or Bike Lanes at Roadways)
Motor Vehicle
Speed
ADT
Bikeway Intersection Treatment
>80 km /h
( >50 mph)
Any
Grade Separated (Good)
Traffic Signal and 60 km /h (40 mph) Speed Zone
(Satisfactory)
70 km /h
(45 mph)
Any
Grade Separated (Good)
Traffic Signals (Satisfactory)
60 km /h
>7,000
Grade Separated (Good)
Traffic Signals (Satisfactory)
(40 mph)
Hinton Avenue
<7,000
Traffic Signals (Good)
Crosswalk + Median Refuge Island (Satisfactory)
>9,000
Grade Separated (Good)
South = 35 mph
Traffic Signals (Satisfactory)
50 km /h
(30 mph)
5,000 to 9,000
Traffic Signals (Good)
Crosswalk + Median Refuge Island (Satisfactory)
<5,000
Crosswalk + Median Refuge Island (Good)
Crosswalk (Satisfactory)
Consider the following when using Table 5 -9 to select an intersection treatment:
• See Section 4 -2.1 for discussion of motor vehicle speed.
• The type of crossing used for bicycle /pedestrian traffic at an intersection between a main
road and secondary road is usually the same as for the main road.
• If the number of lanes to be crossed is greater than 3 in each direction, or the total
intersection width is greater than 23 m (75 ft), the intersection should have a pedestrian
refuge or median island. Where bicyclists or pedestrians often wait at islands, a push
button or bicycle- sensitive traffic detection device is desirable.
• At large intersections of very busy roads, rely on grade separation of pedestrian and
bicycle traffic from both main and secondary roads, rather than signal controls
• If the speed limit along a section of road without traffic signals is greater than 60 km /h (40
mph) and it is not practical to provide a grade- separated crossing, reducing the speed
limit to 60 km /h (40 mph) before the crossing, along with attention to signage and
lighting, may be satisfactory.
• When choosing a location for a grade- separated crossing, pay special attention to ensure
that ramp grades are minimized and that the location fits in well with the rest of the path
network. Chapter 6 of this manual provides design guidelines for grade- separated
crossings.
March 2007 Mn/DOT Bikeway Facility Design Manual
Description
The Rectangular Rapid Flashing Beacon
(RRFB) System combines industry- leading
durability and brightness with the Spot Devices
System Infrastructure Management Ap-
plications (SIMA) suite, a set of secure Web -
based tools for remote, enterprise -wide supervi-
sion of all Spot Devices systems.
Operation
Installed on roadside poles, the RRFB remains
dark until a pedestrian activates the system by
pressing a pushbutton. Once the system is acti-
vated, rapidly flashing amber beacon lights
provide a bright warning to motorists. The system
also provides an additional flashing amber light
which indicates to the pedestrian the system is
active.
Spo Spar s, NV Lane
Sparks, NV 89431
888.520.0008 Toll Free
DEVICES 888.520.0007 Fax
www.spotdevicos.com
Highlights
Optional audible announcements assist
sight- impaired pedestrians
High- efficiency, bright, rectangular LED
indicators
Local cross - street communication eliminates
the need for trenching in the street
Pole -mount controller simplifies installation
SIMA - enabled (see back)
AC or solar power
2 year warranty
System Components
SC315 or SC320 controllers
SB430 Rectangular Rapid Flashing Beacon
Crosswalk signage
Pushbuttons or microwave detectors
Optional additional lighted peripherals
Applications
Crosswalks
Arrive Safely
n usm
Descrr#lprovion
The pedestrian activated SB435 High Performance
(HP) Rectangular Rapid Flashing Beacon (RRFB)
and SB430 RRFB provide a bright, unmistakable alert
to motorists that pedestrians are present. LED lights
are long- lasting, durable, and bright. The SB435HP
and SB430 RRFB's are controlled by the Spot
Devices 300 Series Network Controllers.
Highlights
I Directional Flash Bar
AutodimT"' adjusts light to ambient
conditions
FHWA compliant
Manufactured in the USA in an
ISO 9001 facility
2 year warranty
The SB435HP RRFB is fully compliant with FHWA
standards but provides increased light emitting area
and LED module size.
Specificath(0115
�_ 1AITV f`Ad'
MODEL SB435HP RRFB SB430 RRFB
POWER
AC or Solar 120 VA 12V 120 VAC, 12VDC
Daylight distance visibility
> 1,000 feet
> 5 00 fee
N ight distance visibility
> 1 mile
> 1000 feet
Flash pattern
RRFB pattern
RRFB pattern
Optics
Poly carbonate lens
P lens
Lig emittin area
Exceeds FHWA standards
M eets FHWA Standards
LED modules
2 - 4
2
Pedestrian Indicator
Optional
Optional
PHYSICAL CHARACTERISTICS
Body mate
1/8" Aluminum
1/8 "Aluminum_
Body color
Black _
Black
Light color
Amber
Amber
Bar Dimensions
29" x 1.5" x 4"
29" x 1.5' x 4"
LED module Dimensions
Exceeds FHWA standards
Meets FHWA standards
Weight
5.0 Ibs
5.0 Ibs
spot
D E V I C E S
1455 Kleppe Lane
Sparks, NV 89431
888.520.0008 Toll Free
888.520.0007 Fax
www.spotdevices.com
Arrive Safely
norm
Sign
Number
R1 -1
R1 -2
Sign
Picture
0
YIELD
R1 -2aP TO
ONCOMING
TRAFFIC
R1 -3P
R1 -5b
R1 -5c
R1 -6a
Zill
O
H . E � RE �
f FOR
HE�RE�
f FpR
PEDESTRIANS
STATE
LAW
rare
wnxix
cxosswuN
STATE
LAW
STOP
FOR
WITHIN
cnosswniN
Sign
Colors
White on
Red
White on
Red
Black on
White
White on
Red
Black and
Red on
White
Black and
Red on
White
Black on
White and
Fluorescent
Yellow -Green
Black on
White and
Fluorescent
Yellow -Green
Sign Size
(Inches)
18 x 18
30 x 30
36 x 36
48 x 48
18
30
36
48
60
24 x 18
36 x 30
48 x 36
Use
B -Path
B /Rt, CR -SL, M
CR -ML, E
O
B -Path
B /RT, M
CR -SL,
CR -ML, E
F
CR -SL, CR -ML, M
E
F
Manual
Section(s)
913.3
2B.8,5B.2,6E.6,
813.4,813:5,913.3,
2B.8,5B.2,6E.3,
813.4
213.8,813.1,
213.810C.
2B.10,6E.6
2B.10,6E.6
2B.10,6E.6
18 x 6
CR -SL, CR -ML
213.5
30 x 12
O
213.5
36 x 36
CR -ML, O
213.11
36 x 36
CR -ML
213.11
36 x 48
O
213.11
12x36
(post mounted)
12x44
(w /mounting
flange)
12x36
(post mounted)
12x44
(w /mounting
flange)
CR -SL, CR -ML
CR -SL, CR -ML
213.12,
76.11,76.12
213.12,
713.11.713.12
213.12,
713.11,713.12
213.12,
713.11, 713.12
Guide to Sign Sizes: B- Path -- Shared Use Bike Path, B /Rt - -Bike Route on Roadway, M -- Minimum,
CR- SL-- Conventional Road Single Lane, CR- ML-- Conventional Road Multi -Lane, E -- Expressway, F -- Freeway, O -- Oversize
C -1 June, 2012
wnxix
cxosswurc
R1 -9a STATE LAW
STOP FOR PEDESTRIANS A
Black on 90 x 24 CR -SL, CR -ML 28.12
White and
Fluorescent
Yellow -Green
R1 -91O STATE LAW
STOP FOR PEDESTRIANS
IN CROSSWALK
Black on 90 x 30 CR -SL, CR -ML 2BA 2
White and
Fluorescent
Yellow -Green
R1 -10P EXCEPT Black on 24 x 18 R- L, CR -ML 26.5
RIGHT White
TURN
R2 -1 Black on 18 x 24 M 2B.13,6H.4
SPEED White 24 x 30 CR -SL 2B.13,5B.3,
LIMIT 6F.12,6H.4,7B.15
5 0 30 x 36 CR -ML 2B.13.6H.4
36 x 48 E 26.13,56.3,
6F.12,6H.4,7B.15
48 x 60 F 2B.13,6H.4
R2 -2P Black on 24 x 24 CR- SL,CR -ML 28.14
TRUCKS White 36x36 E,O 2B.14
4 O 48 x 48 F 2B.14
Sign Sign Sign Sign Size Use Manual
Number Picture Colors (Inches) Section(s)
R1 -6c STATE Black on 12 x 36 CR -SL, CR -ML 7B.12
LAW White and (post mounted)
Fluorescent 12 x 44 CR -SL, CR -ML 7B.12
Yellow -Green (w /mounting
Fox flange)
R2 -3P Black on 24 x 24 CR- SL,CR -ML 28.15
IN White 36 x 36 E, O 28.15
48 x 48 F 28.15
Guide to Sign Sizes: B- Path -- Shared Use Bike Path, B /Rt - -Bike Route on Roadway, M -- Minimum,
CR- SL-- Conventional Road Single Lane, CR- ML-- Conventional Road Multi -Lane, E -- Expressway, F -- Freeway, O -- Oversize
June, 2012 C -2
Sign
Number
Sign
Picture
Sign
Colors
Sign Size
(Inches)
Use
Manual
Section(s)
W10 -14aP
Black on
30 x 24
CR -SL, CR -ML
88.23
USE NEXT
Yellow
CROSSING
W10 -15P
Black on
30 x 24
CR -SL, CR -ML
88.23
ROUGH
Yellow
CROSSING
W10 -X2
Black on
36 x 36
CR -SL, CR -ML,
8B.6.1
ooE
Yellow
48 x 48
E, O
8B.6.1
CROSSING
W10 -X3
Black on
36 x 36
CR -SL, CR -ML,
8B.6.1
LooK
Yellow
48 x 48
E, O
8B.6.1
♦FOR♦
TRAINS
W11 -1
Black on
18x18
B -Path
9B.18
Yellow or
24 x 24
B /Rt, M
2C.49,9B.18
Fluorescent
30 x 30
CR -SL, CR -ML,
2C.49,5C.9
Yellow -Green
36 x 36
E, O
2C.49,5C.9
48 x 48
O
2C.49
W11 -2
Black on
18x18
B -Path
98.19
Yellow or
24 x 24
B /Rt, M
2C.50,9B.19
Fluorescent
30 x 30
CR -SL, CR -ML,
2C.50,5C.9
Yellow -Green
36 x 36
E, O
2C.50,5C.9
48 x 48
O
2C.50
W11 -3
Black on
24 x 24
M
2C.50
Yellow
30 x 30
CR -SL, CR -ML
2C.50,5C.9
<S>
36 x 36
E, O
2C.50,5C.9
48 x 48
O
2C.50
W11 -4
Black on
24 x 24
M
2C.50
Yellow
30 x 30
CR -SL, CR -ML
2C.50,5C.9
<i>
36 x 36
E, O
2C.50,5C.9
48 x 48
O
2C.50
W11 -5
Black on
24 x 24
M
2C.49
Yellow
30 x 30
CR -SL, CR -ML
2C.49,5C.9
36 x 36
E, O
2C.49,5C.9
48 x 48
O
2C.49
W11 -5a
Black on
24 x 24
M
2C.49
Yellow
30 x 30
CR -SL, CR -ML
2C.49,5C.9
<*>
36 x 36
E, O
2C.49,5C.9
48 x 48
O
2C.49
W11 -6
Black on
24 x 24
M
2C.49
Yellow
30 x 30
CR -SL, CR -ML
2C.49,5C.9
36 x 36
E, O
2C.49,5C.9
48 x 48
O
2C.49
Guide to Sign Sizes: B- Path -- Shared Use Bike Path, B /Rt - -Bike Route on Roadway, M-- Minimum, p
CR- SL-- Conventional Road Single Lane, CR- ML-- Conventional Road Multi -Lane, E -- Expressway, F -- Freeway, O -- Oversize
C -49 July, 2012
Sign
Number
Sign
Picture
Sign
Colors
Sign Size
(Inches)
Use
Manual
Section(s)
W16 -5P
Black on
24 x 12
CR -SL, CR -ML
(R or L)
Yellow or
Fluorescent
30 x 18
O
2C.56,7B.8,
Yellow Green
7B 78.11
7B,8,7B,9,7B,11
W16 -6P
Black on
24 x 12
CR -SL, CR -ML
(R or L)
Yellow or
Fluorescent
30 x 18
O
2C.56,7B..
Yellow Green
76.9,76.1 1
1
78.8,78.9,78.11
W16 -7P
Black on
24 x 12
CR -SL, CR -ML
(R or L)
Yellow or
Fluorescent
30x18
O
2C.50,5C.9,
Yellow Green
7B,12,9B.18
2C.50,5C.9,
7B.12
W16 -8P
FIRST ST
Black On
varies x 8
CR -SL, CR -ML
2C.58
Yellow
W16 -8aP
' ELM STREET
Black on
varies x 15
CR -SL, CR -ML
2C.58
LUMSUEN ROy
Yellow
W16 -9P
Black on
24 x 12
B /Rt, CR -SL, CR -ML
2C.50,5C.9,
AHEAD
Yellow or
76.11,96.18
Fluorescent
30 x 18
E
2C.50,5C.9,
Yellow-Green
7B.11, 9B.18
W16 -10P
Black on
24 x 12
CR -SL, CR -ML
2C.61
6
Yellow
36 x 18
E
2C.61
48 x 24
O
2C.61
W16 -10aP
Black on
24 x 18
CR -SL, CR -ML
2C.61
RROTO
ENFORCED
yellow
36 x 30
E
2C.61
48 x 36
O
2C.61
W16 -11P
Black on
24x12
CR- SL, CR -ML
2G.9
HOV
Yellow
30 x 18
E, F, O
2G.9
W16 -12P
Black on
24 x 18
CR -SL, CR -ML
2C.46
TRAFFIC
Yellow
CIRCLE
W16 -13P
Black on
24 x 18
CR -SL, CR -ML
2C.36,2C.49,50
WHEN
Yellow
FLASHING
W16 -15P
Black on
24x12
CR- SL, CR -ML
2C.62
NEw
Yellow
W16-16P
Black on
252 x 36
E, F
2F.10
LAST EXIT BEFORE TOLL
Yellow
W16 -17P
RBUNBABBUi
Black on
24 x 12
CR -SL, CR -ML
2C.46
Yellow
W16 -18P
Black on
24 x 12
CR -SL, CR -ML
2A.15
NOTICE
Yellow
Guide to Sign Sizes: B- Path -- Shared Use Bike Path, B /Rt - -Bike Route on Roadway, M -- Minimum,
CR- SL-- Conventional Road Single Lane, CR- ML-- Conventional Road Multi -Lane, E -- Expressway, F -- Freeway, O -- Oversize
June, 2012 C -54