902.5 Traffic Control Signal Features (MUTCD Chapter 4D) - Revision history

Hoskir: /* 902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow (FYA) */ updated link

2024-04-12T15:51:30Z

902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow (FYA): updated link

← Older revision		Revision as of 10:51, 12 April 2024
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	\|<center>'''Worksheet and Brochure'''</center>		\|<center>'''Worksheet and Brochure'''</center>
	\|-		\|-
	\|[~~[media~~:~~902~~.5.~~23 Left 2017~~.~~xls\|~~Left Turn Phasing Warrants]]		\| [https://epg.modot.org/forms/general_files/TS/Left_Turn_Phasing.xlsx Left Turn Phasing Warrants]
	\|-		\|-
	\|[[media:902.5.29 Flashing Yellow Arrow brochure.pdf\|Flashing Yellow Arrow brochure]]		\|[[media:902.5.29 Flashing Yellow Arrow brochure.pdf\|Flashing Yellow Arrow brochure]]

Hoskir: /* 902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17) */ updated left turn phasing document

2024-04-12T15:45:24Z

902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17): updated left turn phasing document

← Older revision		Revision as of 10:45, 12 April 2024
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	'''Support.''' Guidelines are available to aid in determining the proper left turn phasing for signalized intersections.		'''Support.''' Guidelines are available to aid in determining the proper left turn phasing for signalized intersections.
	{\|style="~~padding~~: ~~0.3em~~; margin-~~left~~:~~15px~~; border:1px solid ~~#a9a9a9~~; ~~text~~-~~align~~:~~center~~; ~~font~~-~~size: 95%; background~~:#~~f5f5f5" width=~~"~~180px" align="right"~~
	\|-		<div style="float: right; margin-top: 8px; margin-bottom: 8px; padding: 18px; border: 1px solid black; border-radius:5px; box-shadow:5px 5px 5px #888888">
	\|[[~~media~~:~~902~~.5.~~23 Left 2017~~.~~xls\|~~Left Turn Phasing Warrants]]		[https://epg.modot.org/forms/general_files/TS/Left_Turn_Phasing.xlsx '''Left Turn Phasing Warrants''']
	\|}		</div>

	Left turn indications at signalized intersections are designed so they are neither overly restrictive nor inconsistent from the driver's point of view. The Left Turn Phasing Warrants are available in an interactive spreadsheet for safety warrants and capacity warrants to determine the amount of protection to be given to a left turn movement. These warrants are based upon accepted safety and capacity values for signalized intersections.		Left turn indications at signalized intersections are designed so they are neither overly restrictive nor inconsistent from the driver's point of view. The Left Turn Phasing Warrants are available in an interactive spreadsheet for safety warrants and capacity warrants to determine the amount of protection to be given to a left turn movement. These warrants are based upon accepted safety and capacity values for signalized intersections.

Hoskir: /* 902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17) */ updated per RR3754

2024-03-14T19:31:36Z

902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17): updated per RR3754

← Older revision		Revision as of 14:31, 14 March 2024
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	::'''Protected Only Left Turns'''		::'''Protected Only Left Turns'''

	:~~:Note~~: Protected-Only left turns ~~should~~ be provided full-time when ~~any one~~ of ~~the following criteria are satisfied:~~		::Protected-Only left turns shall be provided full-time when the number of opposing lanes ≥ 4.

	:::~~A. Number~~ of ~~Opposing Through Lanes ≥~~ 3		::Note: If the number of opposing lanes = 3, protected/permissive should be considered using engineering judgment.

	:::B. ~~Sight Distance~~:		::The following factors should be considered when counting the number of opposing lanes crossed by left-turning traffic:
			:::Through Lanes. Any lane in which through traffic is permitted shall be counted, even if turns are also permitted from that lane.
			:::Left-Turn Lanes. Opposing exclusive left-turn lanes should usually not be counted, because typically opposing left turns do not conflict with each other.
			:::Right-Turn Lanes. It may be acceptable to exclude opposing right-turn lanes. Omitting right-turn lanes is particularly appropriate where the right-turn movement is physically channelized from opposing through lanes and not under signal control. It may be desirable to include right-turn lanes in the count of opposing lanes where right-turn volume is heavy or where conflicts with left-turns are unusually high.

	::::< ~~125~~ ft. for 20 mph		:::Protected-Only left turns should be provided full-time when any one of the following criteria are satisfied:
			::::A. Sight Distance:
			:::::< 200 ft. for 25 mph
			:::::< 240 ft. for 30 mph
			:::::< 280 ft. for 35 mph
			:::::< 320 ft. for 40 mph
			:::::< 360 ft. for 45 mph
			:::::< 400 ft. for 50 mph
			:::::< 440 ft. for 55 mph

	::::~~< 150 ft~~. ~~for 25 mph~~		::::B. Number of Correctable Crashes By Upgrading to Protected Only Phasing > 5 over 12 months
			:::::Note: The correctable crashes should involve the SAME Left Turn approach. Only those approaches satisfying that criteria should be upgraded.

	::::~~< 200 ft~~. ~~for 30 mph~~		::::C. Number of Observed Traffic Conflicts > 48 Conflicts / 11 Hour Day
			:::::Note: Conflicts occur when motorists on the OPPOSITE APPROACH must respond to the actions of motorists making the subject left-turn movement. Therefore, conflicts should be measured by observing the intersection from the opposite approach. Only those approaches satisfying the criteria should be upgraded.

	::::~~< 250 ft~~. ~~for 35~~ mph		::::D. Speed (prevailing)
			:::::≥ 50 mph AND ≥ 2 opposing through lanes
			:::::= 45 mph AND a study indicates that the number of gaps is insufficient to turn safely

	::::~~< 325 ft~~. ~~for 40 mph~~		::::E. ≥ 2 left turn lanes.
			:::::Note: If there are two left turn lanes and one opposing through lane with low speed and low volume, protected/permissive might be considered using engineering judgment.

	:~~:::< 400 ft. for 45 mph~~		::::F. Unusual intersection geometrics that make permissive left turns difficult.

	~~::::< 475 ft. for 50 mph~~

	~~::::< 550 ft. for 55 mph~~

	~~:::C. Number of Correctable Accidents By Upgrading to Protected Only Phasing > 5 over 12 months~~

	~~::::Note: The 5 correctable accidents should involve the SAME Left Turn approach. Only those approaches satisfying that criteria should be upgraded.~~

	~~:::D. Number of Observed Traffic Conflicts > 48 Conflicts / 11 Hour Day~~

	::::Note: Conflicts occur when motorists on the OPPOSITE APPROACH must respond to the actions of motorists making the subject left-turn movement. Therefore, conflicts should be measured by observing the intersection from the opposite approach. Only those approaches satisfying the criteria should be upgraded.

	~~:::E. Speed (prevailing)~~

	~~::::≥ 50 mph AND ≥ 2 opposing through lanes~~

	~~::::= 45 mph AND a study indicates that the number of gaps is insufficient to turn safely~~

	:::F~~. ≥ 2 left turn lanes. However, if there are two left turn lanes and one opposing through lane with low speed and low volume protected/permissive might be considered using engineering judgment.~~

	~~:::G~~. Unusual intersection geometrics that make permissive left turns difficult.

	::'''Protected/Permissive Left Turns'''		::'''Protected/Permissive Left Turns'''

Hoskir: /* 902.5.43.1 Temporary Stop Signs at Signalized Intersections */ updated per RR3745

2023-08-14T16:26:49Z

902.5.43.1 Temporary Stop Signs at Signalized Intersections: updated per RR3745

← Older revision		Revision as of 11:26, 14 August 2023
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	===902.5.43.1 Temporary Stop Signs at Signalized Intersections===		===902.5.43.1 Temporary Stop Signs at Signalized Intersections===

	'''Support.''' Temporary Stop Signs (TSS) refer to stop signs that meet the MUTCD stop sign design requirements for regulatory signs and are temporarily installed at signalized intersections where the traffic signals cannot function due to damage and/or power outage. These temporary placements include but are not limited to roll-up stop signs, temporary mounts on the signal vertical upright, or stop signs mounted on other crash worthy devices.		'''Support.''' Temporary Stop Signs (TSS) refer to stop signs that meet the MUTCD stop sign design requirements for regulatory signs and are temporarily installed at signalized intersections where the traffic signals cannot function due to damage and/or power outage. These temporary placements include but are not limited to roll-up stop signs, temporary mounts on the signal vertical upright, or stop signs mounted on other crash worthy devices.

	'''Standard.''' ~~Such~~ signs shall remain at the intersection until power at the non-functioning signalized intersection has been restored (see [[#902.5.43.1.4 Recovery\|EPG 902.5.43.1.4 Recovery]]).		'''Standard.''' If used, such signs shall remain at the intersection until power at the non-functioning signalized intersection has been restored (see [[#902.5.43.1.4 Recovery\|EPG 902.5.43.1.4 Recovery]]).

	====902.5.43.1.1 Conditions For Use====		====902.5.43.1.1 Conditions For Use====

	'''Guidance.''' TSS ~~should~~ be erected at locations where a signalized intersection is non-functioning. A non-functioning signalized intersection is defined as an intersection that is equipped with a traffic signal that is damaged and/or without power which cannot display proper indications to control traffic.		'''Guidance.''' TSS may be erected at locations where a signalized intersection is non-functioning. A non-functioning signalized intersection is defined as an intersection that is equipped with a traffic signal that is damaged and/or without power which cannot display proper indications to control traffic.

	After verifying that the signal is non-functioning, Districts should contact the appropriate utility company to notify them of the power outage, if applicable, and to determine if power will be restored in a reasonable amount of time (at the District’s discretion). ~~In which case, TSS are not required.~~ If used, the TSS should be deployed as soon as practical depending on location of the signalized intersection and the stored TSS. Districts should also request police assistance for traffic control if they are not already present at the site or aware of the power outage. Outside of normal business hours, it might be necessary for the electrician or maintenance personnel to directly contact the highway patrol or local police and the power company. When a signalized intersection is non-functioning, then TSS ~~should~~ be installed when one of the following conditions is met:		After verifying that the signal is non-functioning, Districts should contact the appropriate utility company to notify them of the power outage, if applicable, and to determine if power will be restored in a reasonable amount of time (at the District’s discretion). If used, the TSS should be deployed as soon as practical depending on location of the signalized intersection and the stored TSS. Districts should also request police assistance for traffic control if they are not already present at the site or aware of the power outage. Outside of normal business hours, it might be necessary for the electrician or maintenance personnel to directly contact the highway patrol or local police and the power company. When a signalized intersection is non-functioning, then TSS may be installed when one of the following conditions is met:

	:* When the traffic signal is both damaged and without power, or		:* When the traffic signal is both damaged and without power, or
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	As battery backup systems are installed (see EPG 902.5.43.3 Battery Backup Systems at Signalized Intersections) at signalized intersections, districts should re-evaluate their list of prioritized intersections for the installation of TSS.		As battery backup systems are installed (see EPG 902.5.43.3 Battery Backup Systems at Signalized Intersections) at signalized intersections, districts should re-evaluate their list of prioritized intersections for the installation of TSS.

	'''Standard.''' ~~On all roadways~~, TSS shall be placed in a location where they are visible to all lanes. On two-way roadways, stop signs shall be erected on the right-hand side of all approaches. On divided highways, stop signs shall be erected on both the right and, if possible, on the left-hand side of all approaches.		'''Standard.''' When used, TSS shall be placed in a location where they are visible to all lanes on all roadways. On two-way roadways, stop signs shall be erected on the right-hand side of all approaches. On divided highways, stop signs shall be erected on both the right and, if possible, on the left-hand side or at location for best visibility of all approaches.

	'''Guidance.''' If the power outage is widespread, additional personnel should be requested to help with the placement of the signs.		'''Guidance.''' If the power outage is widespread, additional personnel should be requested to help with the placement of the signs.

Hoskir: /* 902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow (FYA) */ updated per RR3731

2023-07-19T14:32:28Z

902.5.29 Guidelines for Use of the Flashing Yellow Left Arrow (FYA): updated per RR3731

← Older revision		Revision as of 09:32, 19 July 2023
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	\|[http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w123.pdf NCHRP Study 123]		\|[http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w123.pdf NCHRP Study 123]
			\|-
			\|[https://spexternal.modot.mo.gov/sites/cm/CORDT/cmr23-005.pdf Safety Evaluation of Permissive Flashing Yellow Arrows for Left-Turn Movements in Missouri]
	\|}		\|}
	'''Support.''' This subarticle is a starting point for installations and other steps needed to successfully implement the flashing yellow arrow (FYA) for left turns at signalized intersections. The flashing yellow arrow has replaced the circular green ball for the permissive movement for left turns.		'''Support.''' This subarticle is a starting point for installations and other steps needed to successfully implement the flashing yellow arrow (FYA) for left turns at signalized intersections. The flashing yellow arrow has replaced the circular green ball for the permissive movement for left turns.
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	===902.5.29.5 Regional Cooperation===		===902.5.29.5 Regional Cooperation===

	'''Support.''' Installation of the FYA at another agency’s signals might not be possible. One of the critical requirements of this option is that each lane on the approach have its own signal head. The left turn signal head cannot be sharing its circular indications with the adjacent through lanes. If an agency does not use this type of control, they cannot use the FYA. If the adjacent agency’s signals are using positive lane control, then cooperation in the form of simultaneous FYA installations can be explored.		'''Support.''' Installation of the FYA at another agency’s signals might not be possible. One of the critical requirements of this option is that each lane on the approach have its own signal head. The left turn signal head cannot be sharing its circular indications with the adjacent through lanes. If an agency does not use this type of control, they cannot use the FYA. If the adjacent agency’s signals are using positive lane control, then cooperation in the form of simultaneous FYA installations can be explored.

	==902.5.30 Signal Indications for Right-Turn Movements – General (MUTCD Section 4D.21) ==		==902.5.30 Signal Indications for Right-Turn Movements – General (MUTCD Section 4D.21) ==

Smithk at 19:49, 22 November 2021

2021-11-22T19:49:10Z

← Older revision		Revision as of 14:49, 22 November 2021
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	:Traffic Signal, Flasher, and Lighting Inventories		:Traffic Signal, Flasher, and Lighting Inventories
	These inventories contain each signalized intersection, flasher installation, and lighting installation on MoDOT right of way. The inventories are part of the [http://~~tmshome~~/~~TMS~~/~~TMS.html~~ Transportation Management System (TMS)]. District personnel shall maintain the TMS signal, flasher, and lighting inventories on an ongoing basis. Guidance is available in the Traffic Signal, Flasher, and Lighting Training Manual.		These inventories contain each signalized intersection, flasher installation, and lighting installation on MoDOT right of way. The inventories are part of the [http://tms/home/ Transportation Management System (TMS)]. District personnel shall maintain the TMS signal, flasher, and lighting inventories on an ongoing basis. Guidance is available in the Traffic Signal, Flasher, and Lighting Training Manual.

	:2. Intersection Plans		:2. Intersection Plans

Smithk: /* 902.5.5.2.6 Adaptive Control */

2021-11-22T19:38:02Z

902.5.5.2.6 Adaptive Control

← Older revision		Revision as of 14:38, 22 November 2021
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	\|'''Adaptive Traffic Signals in Lee’s Summit'''		\|'''Adaptive Traffic Signals in Lee’s Summit'''
	\|-		\|-
	\|[~~http~~://~~library~~.modot.mo.gov/~~RDT~~/~~reports~~/~~Ri08026~~/~~orb11005~~.pdf Summary]		\|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10020_Adv.pdf#search=%27%27%27Adaptive%20Traffic%20Signals%20in%20Lee%E2%80%99s%20Summit Summary]
	\|-
	~~\|[http://library.modot.mo.gov/RDT/reports/Ri08026/or10020.pdf Full Report~~]
	\|-		\|-
	\|'''See also:''' [https://www.modot.org/research-publications Research Publications]		\|'''See also:''' [https://www.modot.org/research-publications Research Publications]

Smithk: Updated website links for increased security

2021-10-26T19:45:14Z

Updated website links for increased security

Smithk at 18:22, 17 August 2021

2021-08-17T18:22:40Z

← Older revision		Revision as of 13:22, 17 August 2021
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	'''Standard.''' The turning movement for FYA operation must have a separate signal head. Shared indications are not allowed.		'''Standard.''' The turning movement for FYA operation must have a separate signal head. Shared indications are not allowed.

	'''Support.''' Verify the installation of a stacked 4-section head is possible at a location with an existing 5- or 3-section head. If the turn head has a circular green being shared as the 2nd through indication, then a dedicated signal head will be needed for the 2nd through. Check field wiring to ~~insure~~ there are enough dedicated conductors to drive the new signal heads. More conductors will be needed for a FYA head than a 5-section head, since each indication must be driven from the cabinet and not jumpered off the adjacent through.		'''Support.''' Verify the installation of a stacked 4-section head is possible at a location with an existing 5- or 3-section head. If the turn head has a circular green being shared as the 2nd through indication, then a dedicated signal head will be needed for the 2nd through. Check field wiring to ensure there are enough dedicated conductors to drive the new signal heads. More conductors will be needed for a FYA head than a 5-section head, since each indication must be driven from the cabinet and not jumpered off the adjacent through.

	'''Standard.''' A LEFT TURN YIELD ON FLASHING ARROW (R10-27a) sign shall be mounted adjacent to the head.		'''Standard.''' A LEFT TURN YIELD ON FLASHING ARROW (R10-27a) sign shall be mounted adjacent to the head.
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	:4. Time To Reduce. After "Time Before Reduction" has reached zero, this timer begins. This is the time allowed for gap reduction to go from its passage time to the minimum gap time. Reduction is linear.		:4. Time To Reduce. After "Time Before Reduction" has reached zero, this timer begins. This is the time allowed for gap reduction to go from its passage time to the minimum gap time. Reduction is linear.

	:5. Added Initial. This setting allows the controller to increase the minimum green time to account for the vehicles stored between the detector and the stop bar at the beginning of the green interval. Without this setting, the minimum green would have to be set high enough to ~~insure~~ all vehicles could clear the intersection. This time is set based on the number of seconds added for each detection while the phase is not green, usually 0.5 to one second added to the programmed minimum per actuation.		:5. Added Initial. This setting allows the controller to increase the minimum green time to account for the vehicles stored between the detector and the stop bar at the beginning of the green interval. Without this setting, the minimum green would have to be set high enough to ensure all vehicles could clear the intersection. This time is set based on the number of seconds added for each detection while the phase is not green, usually 0.5 to one second added to the programmed minimum per actuation.

	The benefit of these settings is best realized when stop bar detection is not used on the approach or is de-activated during the approach green interval.		The benefit of these settings is best realized when stop bar detection is not used on the approach or is de-activated during the approach green interval.

Smithk: /* 902.5.8.3.1 Preventive Maintenance */

2021-04-13T12:32:05Z

902.5.8.3.1 Preventive Maintenance

← Older revision		Revision as of 07:32, 13 April 2021
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	::A statistical report should be prepared at least once each year from the [http://custservcenter/app/Pages/Default.aspx MoDOT Customer Service Center] call report database. Those signals producing the highest 20% of call reports should be reviewed to determine if extra maintenance efforts could improve reliability. Call reports that proved to be signal timing related rather than maintenance related should be removed from this analysis and forwarded to engineering staff for review.		::A statistical report should be prepared at least once each year from the [http://custservcenter/app/Pages/Default.aspx MoDOT Customer Service Center] call report database. Those signals producing the highest 20% of call reports should be reviewed to determine if extra maintenance efforts could improve reliability. Call reports that proved to be signal timing related rather than maintenance related should be removed from this analysis and forwarded to engineering staff for review.


	:*''' Review of recent modifications, additions, or contract work'''		:*''' Review of recent modifications, additions, or contract work'''

← Older revision		Revision as of 14:45, 26 October 2021
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	:Many actuated controllers also have a feature called “soft recall” that allows the selected phase to be serviced only if there are no other conflicting calls. This feature can be used on the main street during periods of light traffic. The advantage over minimum recall is the controller can skip servicing the main street, if no real calls exist, and move on to the next called phase. This can provide a quicker response during the periods of light traffic.		:Many actuated controllers also have a feature called “soft recall” that allows the selected phase to be serviced only if there are no other conflicting calls. This feature can be used on the main street during periods of light traffic. The advantage over minimum recall is the controller can skip servicing the main street, if no real calls exist, and move on to the next called phase. This can provide a quicker response during the periods of light traffic.

	:For more information about Recall Phases refer to [~~http~~://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.37.6_Recalled_Phases EPG 902.5.37.6].		:For more information about Recall Phases refer to [https://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.37.6_Recalled_Phases EPG 902.5.37.6].

	==902.5.5 Coordination==		==902.5.5 Coordination==
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	:This test should be performed during initial cabinet set-up and any time changes are made that affect the monitor wiring or operation (i.e. phasing changes). This test can also be performed at other times as needed. The harness test is not required for NEMA TS2 controllers since the cabinet diagnostics continuously check cabinet conditions.		:This test should be performed during initial cabinet set-up and any time changes are made that affect the monitor wiring or operation (i.e. phasing changes). This test can also be performed at other times as needed. The harness test is not required for NEMA TS2 controllers since the cabinet diagnostics continuously check cabinet conditions.

	:[~~http~~://epg.modot.org/files/a/a7/902.8.3.2.2_Conflict_Monitor_Harness_Tester.doc Conflict Monitor Harness Tester] presents the procedure for using a harness tester. The harness tester also shows connector terminations for 6 and 12-channel conflict monitors. More detailed information on conflict monitors is found in the NEMA Standards Publication No. TS-1, Traffic Control Systems. A similar device can also be developed for Type 170/2070 controllers. This tester can be helpful as a troubleshooting tool as it can be used to isolate some cabinet wiring problems.		:[https://epg.modot.org/files/a/a7/902.8.3.2.2_Conflict_Monitor_Harness_Tester.doc Conflict Monitor Harness Tester] presents the procedure for using a harness tester. The harness tester also shows connector terminations for 6 and 12-channel conflict monitors. More detailed information on conflict monitors is found in the NEMA Standards Publication No. TS-1, Traffic Control Systems. A similar device can also be developed for Type 170/2070 controllers. This tester can be helpful as a troubleshooting tool as it can be used to isolate some cabinet wiring problems.

	====902.5.8.3.3 Emergency Maintenance ====		====902.5.8.3.3 Emergency Maintenance ====
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	It is important that the proper selection of indications and signing be made so a high degree of consistency can be maintained with regard to standardizing the meaning of the indications, thereby conveying to the motorist the type of operation to be encountered at the intersection. Intersection design, signal locations, indications and sequences are standardized wherever possible for better driver education, response and obedience, particularly in a series of adjacent signal installations.		It is important that the proper selection of indications and signing be made so a high degree of consistency can be maintained with regard to standardizing the meaning of the indications, thereby conveying to the motorist the type of operation to be encountered at the intersection. Intersection design, signal locations, indications and sequences are standardized wherever possible for better driver education, response and obedience, particularly in a series of adjacent signal installations.

	The “Uniform Vehicle Code” (see [https://epg.modot.org/index.php/Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) is the primary source for the standards for the meaning of vehicular signal indications to both vehicle operators and pedestrians as provided in this Section, and the standards for the meaning of separate pedestrian signal head indications as provided in [~~http~~://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.2__Meaning_of_Pedestrian_Signal_Head_Indications_.28MUTCD_Section_4E.02.29 EPG 902.6.2].		The “Uniform Vehicle Code” (see [https://epg.modot.org/index.php/Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) is the primary source for the standards for the meaning of vehicular signal indications to both vehicle operators and pedestrians as provided in this Section, and the standards for the meaning of separate pedestrian signal head indications as provided in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.2__Meaning_of_Pedestrian_Signal_Head_Indications_.28MUTCD_Section_4E.02.29 EPG 902.6.2].

	The physical area that is defined as being “within the intersection” is dependent upon the conditions that are described in the definition of intersection in [https://epg.modot.org/index.php/Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13].		The physical area that is defined as being “within the intersection” is dependent upon the conditions that are described in the definition of intersection in [https://epg.modot.org/index.php/Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13].
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	:::(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning traffic is relatively low, and those left-turning are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation near the left-most signal head of a W25-1 sign (see [[903.6 Warning Signs#903.6.39 Traffic Signal Signs (W25-1, W25-2) (MUTCD Section 2C.48)\|EPG 903.6.39]]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or		:::(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning traffic is relatively low, and those left-turning are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation near the left-most signal head of a W25-1 sign (see [[903.6 Warning Signs#903.6.39 Traffic Signal Signs (W25-1, W25-2) (MUTCD Section 2C.48)\|EPG 903.6.39]]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or

	:::(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation near the left-most signal head of a W25-2 sign (see [~~http~~://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.		:::(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation near the left-most signal head of a W25-2 sign (see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.

	:C. A steady CIRCULAR GREEN signal indication shall be displayed only when it is intended to permit traffic to proceed in any direction that is lawful and practical.		:C. A steady CIRCULAR GREEN signal indication shall be displayed only when it is intended to permit traffic to proceed in any direction that is lawful and practical.
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	:::(a) A steady CIRCULAR YELLOW signal indication is also simultaneously being displayed to the opposing approach;		:::(a) A steady CIRCULAR YELLOW signal indication is also simultaneously being displayed to the opposing approach;

	:::(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning traffic is relatively low, and those left-turning drivers are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation near the left-most signal head of a W25-1 sign (see [~~http~~://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or		:::(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning traffic is relatively low, and those left-turning drivers are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation near the left-most signal head of a W25-1 sign (see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or

	:::(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation near the left-most signal head of a W25-2 sign (see [~~http~~://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.		:::(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation near the left-most signal head of a W25-2 sign (see [https://epg.modot.org/index.php/903.6_Warning_Signs#903.6.39_Traffic_Signal_Signs_.28W25-1.2C_W25-2.29_.28MUTCD_Section_2C.48.29 EPG 903.6.39]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.

	::6. Shall be terminated by a RED ARROW signal indication for the same direction or a CIRCULAR RED signal indication except:		::6. Shall be terminated by a RED ARROW signal indication for the same direction or a CIRCULAR RED signal indication except:
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	:A. The signal face(s) controlling the right-turning movement is visibility-limited from the adjacent through movement or positioned to minimize potential confusion to approaching road users, or		:A. The signal face(s) controlling the right-turning movement is visibility-limited from the adjacent through movement or positioned to minimize potential confusion to approaching road users, or

	:B. A RIGHT TURN SIGNAL (R10-10R) sign (see [~~http~~://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.30_Signal_Indications_for_Right-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.21.29 EPG 902.5.30] through [~~http~~://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.33_Signal_Indications_for_Protected.2FPermissive_Mode_Right-Turn_Movements_.28MUTCD_Section_4D.24.29 902.5.33]) is mounted adjacent to the signal face(s) controlling the right-turning movement.		:B. A RIGHT TURN SIGNAL (R10-10R) sign (see [https://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.30_Signal_Indications_for_Right-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.21.29 EPG 902.5.30] through [https://epg.modot.org/index.php/902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.33_Signal_Indications_for_Protected.2FPermissive_Mode_Right-Turn_Movements_.28MUTCD_Section_4D.24.29 902.5.33]) is mounted adjacent to the signal face(s) controlling the right-turning movement.

	The following combinations of signal indications shall not be simultaneously displayed on any one signal face or as a result of the combination of displays from multiple signal faces on an approach:		The following combinations of signal indications shall not be simultaneously displayed on any one signal face or as a result of the combination of displays from multiple signal faces on an approach:
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	:D. GREEN ARROW with RED ARROW pointing in the same direction.		:D. GREEN ARROW with RED ARROW pointing in the same direction.

	Except as otherwise provided in [[902.7 Pedestrian Hybrid Beacons (MUTCD Chapter 4F)#902.7.3 Operation of Pedestrian Hybrid Beacons (MUTCD Section 4F.03)\|EPG 902.7.3]] and [~~http~~://epg.modot.org/index.php?title=902.8_Traffic_Control_Signals_and_Hybrid_Beacons_for_Emergency_Vehicle_Access_%28MUTCD_Chapter_4G%29#902.8.4__Emergency-Vehicle_Hybrid_Beacons_.28MUTCD_Section_4G.04.29 EPG 902.8.4], the same signal section shall not be used to display both a flashing yellow and a steady yellow indication during steady mode operation.		Except as otherwise provided in [[902.7 Pedestrian Hybrid Beacons (MUTCD Chapter 4F)#902.7.3 Operation of Pedestrian Hybrid Beacons (MUTCD Section 4F.03)\|EPG 902.7.3]] and [https://epg.modot.org/index.php?title=902.8_Traffic_Control_Signals_and_Hybrid_Beacons_for_Emergency_Vehicle_Access_%28MUTCD_Chapter_4G%29#902.8.4__Emergency-Vehicle_Hybrid_Beacons_.28MUTCD_Section_4G.04.29 EPG 902.8.4], the same signal section shall not be used to display both a flashing yellow and a steady yellow indication during steady mode operation.

	'''Guidance.''' No movement that creates an unexpected crossing of pathways of moving vehicles or pedestrians should be allowed during any green or yellow interval, except when all three of the following conditions are met:		'''Guidance.''' No movement that creates an unexpected crossing of pathways of moving vehicles or pedestrians should be allowed during any green or yellow interval, except when all three of the following conditions are met: