Chapter 3A.pdf

Chapter 3A Traffic Control Devices All Roads

3A-1

3A.1 Regulatory Signs

Chapters 2B and 5B of the MUTCD contain guidelines for regulatory signs.

Included here are those Forest Service guidelines that supplement the MUTCD or provide additional emphasis as needed for NFSRs.

Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that are not apparent.

Regulatory signs for public and commercial use restrictions on NFSRs, such as weight, size, road closure, and speed limits shall be supported by law or a signed order. See FSH 7709.59, Transportation System Operations Handbook.

Regulatory sign sizes for conventional roads are shown in the MUTCD, Table 2B-1. Sign sizes for low-volume roads are shown in the MUTCD, Table 5A-1.

NFSRs with speed limits or 85th percentile speeds of 35 miles per hour or less would require the minimum sizes. Oversized signs may be used when needed, based on an engineering judgment or engineering study for higher speeds or other situations requiring greater sign visibility. Table 3A-1 shows the sign sizes by road type for regulatory signs that are more commonly used on NFSRs.

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3A-2

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Table 3A-1—Regulatory sign sizes by road type

Conventional Low-volume roads <400 SADT* Sign road sizes Typical sizes Minimum sizes

Regulatory code (inches) (inches) (inches) signs or series >400 SADT* =or >40 mph 35 mph & below

STOP R1-1 30 x 30 30 x 30 24 x 24

YIELD R1-2 36 x 36 x 36 30 x 30 x 30 30 x 30 x 30

SPEED LIMIT R2-1 24 x 30 24 x 30 18 x 24

DO NOT PASS R4-1 24 x 30 24 x 30 18 x 24

PASS WITH CARE R4-2 24 x 30 24 x 30 18 x 24

KEEP RIGHT R4-7 24 x 30 24 x 30 18 x 24

DO NOT ENTER R5-1 30 x 30 30 x 30 –

OFFICIAL TRAFFIC ONLY FR5-11 30 x 30 30 x 30 18 x 18

NO WHEELED MOTORIZED

CROSS-COUNTRY TRAVEL FR5-12a 24 x 78 24 x 78 12 x 48

NO MOTORIZED

CROSS-COUNTRY TRAVEL FR5-12b 24 x 78 24 x 78 12 x 48

NO CROSS-COUNTRY

VEHICLE TRAVEL FR5-12c 24 x 66 24 x 66 12 x 42

ENTERING WHEELED MOTORIZED

RESTRICTION AREA

ONLY USE ROADS AND TRAILS

SHOWN ON OFFICIAL MAP FR5-13 42 x 96 42 x 96 24 x 60

ONE WAY R6-2 24 x 30 18 x 24 18 x 24

NO PARKING R8-3 24 x 30 18 x 24 18 x 24

No Parking symbol R8-3a 24 x 24 24 x 24 18 x 18

ROAD CLOSED R11-2 30 x 48 30 x 48 –

WEIGHT LIMIT XX TONS R12-1 24 x 30 24 x 30 –

AXLE WEIGHT LIMIT R12-2 24 x 30 24 x 30 –

XX TONS

Weight Limit symbols R12-5 24 x 36 24 x 36 –

COMMERCIAL USE

PROHIBITED

WITHOUT PERMIT FR13-1a 36 x 18 36 x 18 –

ROAD CLOSED TO PUBLIC

(hours and days) FR13-1b 30 x 60 30 x 60 18 x 36

RR Crossbuck R15 -1 48 x 9 48 x 9 –

CERTIFIED WEED FREE

STRAW & FEED REQUIRED

ON FEDERAL LANDS FR17-1 30 x 84 30 x 84 18 x 48

*Seasonal average daily traffic

3A-3

3A.2 Intersection Controls—STOP/YIELD Signs

Intersections on NFSRs may appear different from those on other roads that drivers are accustomed to driving for several reasons:

• Intersections may not be signed.

• Grades are often steeper.

• Intersecting angles may be sharper.

• Road surfaces and conditions change frequently.

• Roadside vegetation may inhibit sight distance.

Many intersections on low-volume NFSRs do not need intersection control in the form of STOP or YIELD signs. Unwarranted installation of these signs causes unnecessary stops or delays. Place those signs only where there is a clear need and a plan to enforce the regulation. If there is no enforcement of regulatory signs, there is no consequence to drivers who ignore signs they consider unnecessary. If enforcement is not planned or feasible, do not install signs that contribute to the sign credibility problem. Unnecessary signs create a climate of disrespect for all signs and result in the possibility of accidents caused by drivers ignoring necessary signs.

Use a STOP sign only when traffic is ALWAYS required to stop. Consider using YIELD signs in lieu of STOP signs in many locations when appropriate. YIELD signs do not require drivers to come to a full stop. They still clearly establish right-of-way and do not require the level of enforcement needed for STOP signs.

When used, YIELD signs normally should be placed to control the traffic on the road with the lowest volume. They should not be placed on the approach to more than one of the intersecting roads at a “Y” or “T” intersection, nor placed on more than two approaches at an “X” intersection. They should not be used at any intersection where there are STOP signs.

3A.2.1 Where to Install STOP and YIELD Signs

Where traffic volume exceeds 400 SADT, use the MUTCD, Section 2B in performing an engineering study or engineering judgment evaluating the need for STOP or YIELD control at intersections.

With traffic volume less than 400 SADT, use the MUTCD, Section 2B and 5B in conjunction with the following information and Figure 3A-1 in performing an engineering study or engineering judgment about the need for STOP or YIELD control at intersections of low-volume roads.

Engineering judgment may be sufficient for a single-stop situation. Perform an engineering study for multi-way stops at an intersection.

Intersection control may not be needed when:

• Traffic volumes are less than 100 SADT on all approaches, unless a need has been determined by engineering study or engineering judgment or demonstrated by accident history.

• Approach speeds are equal to or less than 15 miles per hour.

Intersection control may be needed when:

• Adequate sight distance does not exist on all approaches to a low-volume road intersection.

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Many intersections on low-volume NFSRs do not need intersection control in the form of

STOP or YIELD signs.

R1-1

R1-2

3A-4

• Two low-volume roads with similar SADT intersect, and the application of the right-of-way rule could be unduly hazardous.

• Two or more vehicle accidents have occurred within the last 3 years, or an accident investigation indicates the need for intersection control.

• The intersection configuration is confusing, such as with “Y” intersections, and normal right-of-way expectations may be violated.

Re-evaluate intersection control needs when there is a change in use patterns, such as commercial or log haul or new recreation development.

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Table 3A-2—Sight distance requirements at various speeds

Operating Sight distance requirements (feet) speed Major road Minor road Major or minor road (miles per hour) with stop control1 with stop control1 with no control2

10 45 50 —

20 90 50 125

30 130 50 200

40 180 50 325

50 220 50 475

60 260 50 650

1. Stop control means a stop sign is at the intersection on the approach under consideration.

2. No control means there are no stop or yield signs at the intersection.

Figure 3A-1— Sight triangle.

Major road

Minor road

Sight triangle

Obstruction An obstruction in the sight triangle is anything over 3.5 feet high.

A few trees would not be considered an obstruction if limbed up to 9 feet above the line of sight and good sight of vehicles approaching is available.

*Obtain sight distances from Table 3A-2.

CL

Sight distance* S ig ht d is ta nc e*

3A-5

3A.2.2 Adequate Sight Distance

One of the primary considerations for choosing between a STOP and YIELD sign at an intersection on low-volume roads is adequate sight distance, and the driver’s ability to see all potentially conflicting traffic on the other legs of the triangle illustrated in Figure 3A-1. Evaluate sight distance triangles for all approaches to an intersection in an engineering judgment or engineering study.

Measure adequate sight distance as follows:

• Determine the approach speed for each approach to the intersection by using the 85th percentile speed or a speed study. (See Section 3.9.3 of these Guidelines.) Where these methods are not readily available, use the common-sense method of driving the road at various speeds to determine a prudent speed for each approach.

• Use the approach speeds to determine the sight distance requirements for each approach in accordance with the “no control” figures in Table 3A-2.

• On each approach, from the approach distance for its speed, measure the distance from the intersection to where a vehicle on other approaches would no longer be visible.

• Where those measured distances are longer than those in the “no control” columns in Table 3A-2, no control is needed.

• Where those distances are less than “no control” distances but more than “stop control” distances, consider using a YIELD sign.

• Where those distances are less than “stop control” distances, consider using a STOP sign.

3A.3 Speed Limit Signs

Impose speed limits only where and when necessary. Speed limits shall be authorized by law or an order following 36 CFR 261 and FSH 7109.59 and shall be enforced. The establishment of speed limits shall be based on engineering studies made in accordance with established traffic engineering practices.

At least every 5 years, nonstatutory speed limits should be re-evaluated where significant roadway characteristics or surrounding land use has changed.

Minimum posted speeds on NFSRs should not be less than 15 miles per hour.

3A.4 Road Closures and Restrictions

Travel by various types of traffic or vehicles on NFSRs may be restricted seasonally or yearlong to accomplish a variety of management strategies.

Roads may also be closed to all types of traffic including foot and stock traffic for temporary emergencies or for special situations such as protection of a threatened or endangered species.

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R2-1

R O A D C L O S E D T O P U B L I C U S E

7 AM - 5 PM MON . THRU FR I .

R13-1b

3A-6

Use the ROAD CLOSED sign to mark roads that have been closed to all traffic except authorized vehicles. It is intended primarily for use where travel on the road has been impacted by situations such as work zones, incident zones, floods, landslides, and bridge washouts. Do not use at a gate or other restriction device for seasonal or long-term access and travel management road restrictions.

Refer to Chapter 6, Travel Management, in these Guidelines for detailed information on displaying access and travel management decisions.

3A.4.1 Weed Free Restrictions

Use the WEED FREE sign at the entrance to areas where a weed free order has been issued. The last line of this sign may be modified to include the appropriate jurisdiction such as: ON NATIONAL FOREST LANDS or ON PUBLIC LANDS.

3A.5 Commercial Use Permits and Other Restrictions

The COMMERCIAL USE PROHIBITED WITHOUT PERMIT sign may be used on any NFSR under Forest Service jurisdiction. A Forest order shall be written under the authority of 36 CFR 261.54 before the sign is posted.

Signs for other specific road prohibitions, such as prohibiting snow plowing without a use permit or prohibitions with specific times and/or dates may also be made using a variation of the FR13-1a sign. See Section 3A.7 for an example of a regulatory sign for coincident routes.

Permits allowing snow plowing, maintenance, and other road operations on NFSRs shall contain all standard required TCDs as a condition of the permit.

Forest Sign Coordinators are responsible for reviewing permits containing signing requirements to assure compliance with the MUTCD and these Guidelines.

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C O MM E R C I A L U S E

P R O H I B I T E D

W I T H O U T P E R M I T

FR13-1a

CERT I F I E D WEED - F R E E

S TRAW & FE ED REQU I R E D

ON FED ERAL LANDS

FR17-1

R11-2

3A-7

3A.6 Weight Limits

Notify road users of a legal load limit less than state legal limits. Post WEIGHT LIMIT signs immediately in advance of the structure or section of road to which it applies.

Weight limits shall be supported by a written order.

The VEHICLE WEIGHT sign (R12-1) is used for posting total vehicle weight limits regardless of axle configuration.

The WEIGHT LIMIT sign (R12-5) is the preferred sign to depict weight limits on roads and bridges. It permits increased weights when more axles are used to distribute the load. A bottom line of legend stating GROSS WT may be included if needed for enforcement purposes.

An advance warning assembly consisting of a WEIGHT LIMIT sign and the supplemental distance plaque W16-3 should be placed at road intersections or locations where the traffic can detour or conveniently turn around without significant backtracking for bridges posted at less than the legal or customary weight limit on the road. See Figure 3C–4 in Placement and Installation.

3A.7 Warning Signs

Use of warning signs shall be based on an engineering study or engineering judgment. Warning signs warn drivers of unexpected seasonal or permanent conditions on or adjacent to a road and to situations that might not be readily apparent. Warning signs indicate the need for caution on the part of the vehicle operator and may call for a reduction of speed or a vehicle maneuver that is not consistent with driver expectancy.

The physical characteristics and low-traffic volumes on many NFSRs preclude the need for many warning signs. Use of warning signs should be kept to a minimum. When used, sign all similar situations on the road. Typical situations that may require use of warning signs are:

• Turns and curves • Grades

• Intersections • Crossings

• Narrow roadways • Hazards

• Advance warning of traffic control devices

The shape, size, color, and message of warning signs shall follow the direction in the MUTCD and these Guidelines. Coordinate nonstandard message warning signs with the Regional Sign Coordinator.

Chapters 2C and 5C of the MUTCD contain standards for warning signs. Sizes of typical MUTCD signs common to NFSRs, Forest Service signs supplementary to the MUTCD, standard signs requiring further information or emphasis, and unique Forest Service warning signs are shown in Table 3A-3.

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Warning signs warn drivers of unexpected seasonal or permanent conditions.

R12-5

R12-1

3A-8

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Table 3A-3—Warning sign sizes by road type

Conventional Low-volume roads <400 SADT road sign sizes Typical sign sizes Minimum sign sizes

Shape of Sign code (inches) (inches) (inches) warning sign or series >400 SADT =or >40 mph) 35 mph & below

Diamond

Horizontal Alignment W1-1, 2, 3, 4, 5,11 &15 30 x 30 24 x 24 24 x 24 Turnout symbol FW4-2a

Intersection W2-1, 2 ,3, 4, 5 30 x 30 24 x 24 24 x 24

Stop Ahead W3-1a 36 x 36 30 x 30 24 x 24 Yield Ahead W3-2a CLOSED GATE AHEAD FW3-5a CLOSED GATE XX FT FW3-5b CATTLEGUARD AHEAD FW3-6a CATTLEGUARD XX FT FW3-6b

ROAD NARROWS W5-1 36 x 36 30 x 30 24 x 24

NARROW BRIDGE W5-2

ONE LANE BRIDGE W5-3 30 x 30 24 x 24 24 x 24 HILL W7-1, 1a, 1b, 6

Roadway Conditions W8-1,2,4,5,8,9 30 x 30 24 x 24 24 x 24 NARROW ROUGH ROAD FW5-1a NARROW STEEP ROAD FW5-1b NARROW WINDING ROAD FW5-1c STREAM CROSSING FW5-1d

FORD FW5-1e 30 x 30 24 x 24 24 x 24

PAVEMENT ENDS W8-3 36 x 36 30 x 30 24 x 24

TRUCK CROSSING W8-6 36 x 36 30 x 30 24 x 24 HEAVY TRUCK TRAFFIC FW8-6a LOGGING OPERATIONS FW21-4a LOG TRUCKS FW21-4b

LOOSE GRAVEL W8-7 36 x 36 30 x 30 24 x 24 FALLING ROCK FW8-7a

NO CENTER STRIPE W8-12 30 x 30 30 x 30 24 x 24

ONE LANE ROAD FW8-9b – 30 x 30 24 x 24

Nonvehicular Crossing W11-2, 3, 4, 6, 7, 9 30 x 30 24 x 24 24 x 24 Playground symbol W15-1

Vehicular Crossing W11-1, 5, 5a, 30 x 30 24 x 24 24 x 24

8, 10, 11, ATV

DEAD END W14-1 30 x 30 30 x 30 24 x 24

SPEED HUMP W17-1 30 x 30 24 x 24 24 x 24

NO TRAFFIC W18-1 – 30 x 30 24 x 24

3A-9

3A.7.1 Horizontal Alignment Signing

Changes in horizontal alignment, such as curves and turns that vary significantly from a driver’s expectation, may need to be signed.

Consider the following guidelines when evaluating changes in horizontal alignment:

• Where the speed reduction from tangent to curve is less than 10 miles per hour and the curve is visible to approaching traffic, warning devices usually are not needed.

• Where the speed reduction is 10 miles per hour or greater, warning signs may be needed.

Some alignment changes may also need additional warning devices, such as delineators, large arrows, chevron signs, or other warning plaques such as advisory speed plates to provide adequate curve identification, as determined in an engineering study or engineering judgment, when:

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Table 3A-3—Warning sign sizes by road type (Continued)

Conventional Low-volume roads <400 SADT road sign sizes Typical sign sizes Minimum sign sizes

Shape of Sign code (inches) (inches) (inches) warning sign or series >400 SADT =or >40 mph) 35 mph & below

Rectangular

Large Arrows W1-6,7 48 x 24 36 x 18 36 x 18

Chevron W1-8 18 x 24 12 x 18 12 x 18

Hill plaques W7-2, 2b, 3, 3a, 3b 24 x 18 24 x 18 24 x 18

TURNOUT FW4-2b – – 24 x 12

IMPASSABLE DURING

HIGH WATER FW5-1f – 36 x 24 36 x 24

ONE LANE ROAD FW8-1a – 48 x 24 48 x 24

WITH TURNOUTS

Advisory Speed W13-1 24 x 24 18 x 18 18 x 18

SHARE THE ROAD W16-1 24 x 30 18 x 24 18 x 24

SHARE THE ROAD

w/symbols FW8-7 72 x 54 60 x 48 48 x 36

Distance plaques W16-2, 3, 4 30 x 24 24 x 18 18 x 12 W16-2a, 3a 30 x 18 24 x 12 18 x 10

Supplemental W16-5p, 6p 24 x 18 24 x 18 24 x 18 Arrow plaques W16-7p 24 x 12 24 x 12 24 x 12

Ahead plaque W16-9p 24 x 10 24 x 10 24 x 10

NOT SUITABLE FOR FW16-10 18 x 36 30 x 30 —

PASSENGER CARS

XX MILES AHEAD

Pennant NO PASSING ZONE W14-3 36 x 48 x 48 30 x 40 x 40 24 x 36 x 36

Circular Railroad Advance Warning W10-1 36 dia. 24 dia. 18 dia.

O N E L A N E R O A D

FW8-9b

Chapter 3A Traffic Control Devices All Roads

3A-10

W5-1

• There is an accident history.

• The speed reduction is 15 miles per hour or greater.

• Conditions such as hours of darkness or lack of vegetation make it difficult for drivers to perceive the change in alignment or its severity.

• Downhill grades occur on the approach or around a curve.

Grades in excess of 3 percent may require adjustments to the above guidance.

Downhill grades require more approach distance than uphill grades. For more information, see Table 3C-1.

See the MUTCD, Table 2C-5 for general guidance on horizontal alignment sign usage. Use engineering judgment to determine whether the CURVE or TURN sign should be used. It may be more appropriate to consider road geometry than speed to better portray the curve or turn ahead.

3A.7.2 Other Warning Signs

3A.7.2a ROAD NARROWS Sign

The ROAD NARROWS word sign may be used in advance of a location on a two-lane road where the lane width is reduced abruptly but the narrower width still permits safe operation of the two-way traffic with reduced speed. It also may be used on single-lane roads when the road width narrows significantly.

Do not use the sign at the beginning of a road that starts as a single-lane road.

3A.7.2b Narrow, Rough, Steep, or Winding Road Signs

NARROW ROUGH ROAD or NARROW STEEP ROAD or NARROW WINDING ROAD signs may be used where these conditions exist but traffic operation is still permitted. Use of supplemental plaques such as NEXT XX MILES is recommended.

3A.7.2c ONE-LANE ROAD Sign

The ONE-LANE ROAD sign may be used in advance of the point where two-lane roads narrow to one lane. The sign should be placed at the start of the one-lane section. Do not use the sign at the beginning of a road that starts as a single-lane road.

3A.7.2d Vehicular Traffic and Nonvehicular Signs

The intent of the vehicular traffic and nonvehicular traffic symbol signs is to portray a vehicle or object imminently ready to cross the road in front of an approaching vehicle. Refer to the MUTCD, Sections 2C-40 and 41 for these signs.

Most standard symbols normally face to the left for mounting along the right shoulder of roadways. However, image symbols in reversed directions may be used if they portray the on-the-ground conditions more accurately.

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N A R R OW

R O U G H R O A D

N A R R OW

S T E E P R O A D

N A R R OW

W I N D I N G R O A D

FW5-1a FW5-1b FW5-1c

3A-11

3A.7.2e STREAM CROSSING or FORD Signs

The STREAM CROSSING or FORD signs may be used in advance of a perennial or year-round, low-water stream crossing or ford. Depth gauges may be used only after an engineering study on any low-water crossing where high water could make the road impassable. Depth gauges may become inaccurate if flooding washes out the ford crossing and the water is deeper than indicated on the depth gauge. An example is shown in Figure 3C-6.

3A.7.2f IMPASSABLE DURING HIGH WATER and FLASH FLOOD AREA Signs

The IMPASSABLE DURING HIGH WATER and FLASH FLOOD AREA signs may be used where unexpected or seasonal high water would prevent passage.

Dry washes that drain a large area in desert country are an example of places to use the FLASH FLOOD AREA sign. A depth gauge as shown in Figure 3C-6 may be used with either sign but is especially helpful in dry wash installations.

Depth gauges may become inaccurate if flooding washes out the crossing and the water is deeper than indicated on the depth gauge. An engineering study is recommended before installing depth gauges.

3A.7.2g CLOSED GATE XX FT or CLOSED GATE AHEAD Signs

CLOSED GATE XX FT or CLOSED GATE AHEAD signs should be used in advance of locations where motorized use of a road is restricted by a gate that is not visible for a sufficient distance for a road user to bring a vehicle to a stop before the gate. The sign should be installed at a location where a vehicle can safely turn around.

December 2005

STR EAM

CROSS I N G F O R D

FW5-1d FW5-1e

F L A S H F L O O D A R E A

I M P A S S A B L E D U R I N G

H I G H WA T E R

FW5-1f FW5-1g

C LOS E D

G A T E A H E A D

C LOS E D

G AT E

X X F T

FW3-5a FW3-5b

3A-12

3A.7.2h CATTLEGUARD XX FT or CATTLEGUARD AHEAD Signs

Based on engineering judgment, a CATTLEGUARD XX FT or CATTLEGUARD AHEAD sign may be used in advance of a cattleguard that is not visible for a sufficient distance for a road user to react appropriately. Cattleguard steel grates may present problems for motorcycles and bicycles, especially if located on a curve. Evaluate the cattleguard approach from both directions. Depending on sight distance, the signs may be needed on one or both approach legs.

3A.7.2i NO TRAFFIC SIGNS Signs

Use the NO TRAFFIC SIGNS sign (MUTCD, Part 5C) only on low-volume unpaved roads where engineering judgment indicates a need to notify users that warning signs are not installed on the road ahead. There should be no traffic warning signs beyond this sign. A road is considered unpaved if the surface has dust palliative or when only portions of the road, such as steep grades, are paved. This sign is not normally used on ML 2 roads.

3A.7.3 Coincident Routes

A coincident route is defined as a single route that is managed as part of two different inventoried routes in the Forest Transportation Atlas. An example is an NFSR that is also a National Forest System trail. There are two types of coincident routes:

1. Concurrent coincident route: a coincident route on which the uses are simultaneous and must be managed for mixed traffic.

2. Separate coincident route: a coincident route on which the uses are not simultaneous but separate so the route is not managed for mixed traffic.

Separate use periods may occur by:

• Specific times such as weekday and weekend

• Seasons such as a summer road and a winter snow trail.

Decisions to manage and sign coincident routes must be based on engineering judgment or an engineering study. Routes shall be signed before concurrent use occurs.

3A.7.3a Concurrent Coincident Route Signing

The FW8-7 sign may be used on concurrent coincident routes where both types of traffic are actively managed. Use symbols that best represent the primary method of traffic on each individual route. Limit the sign to two symbols —one for each route system. Use of the NEXT XX MILES message is optional.

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C A T T L E G U A R D X X F T

C A T T L E G U A R D A H E A D

FW3-6a FW3-6b

N O

T RA F F I C

S I G N S

W18-1

3A-13

The SHARE THE ROAD plaque (W16-1) also may be used to warn highway traffic that concurrent use is allowed on the road. The plaque is installed beneath a standard nonvehicular or vehicular traffic sign that depicts the traffic which is allowed to use the road or the side of the road, such as bicycles, equestrian, snowmobiles, ATVs, and motorcycles. See Figure 3A-2.

A supplemental plaque stating XX MILES also may be used in these situations in lieu of or in conjunction with the SHARE THE ROAD supplemental plaque.

These combinations may result in the need for taller posts in order to accommodate the signs.

3A.7.3b Separate Coincident Route Signing

Coincident routes that are managed for separate seasonal or time related use do not require SHARE THE ROAD signing. Coordinate the signing of separate coincident routes to avoid confusion between types of users. Remove or cover any signs that are not appropriate to the use occurring at that time or may be confusing or distracting to the user.

Signs indicating specific times or days of use should be designed carefully and clearly indicate to the user when and what type of traffic or use is allowed or restricted.

December 2005

RL-170

W16-1

RS-070

W16-1

W7-3a

RS-070

W7-3a

Figure 3A-2— Supplemental plaques for concurrent use.

L O G G I N G T R A F F I C O N L Y M O N 6 A .M . T H R U F R I 5 P.M

S N OWM O B I L E S O N L Y

F R I 5 P.M . T H R U S U N 1 2 A .M .

O C T 3 1 _ M A R 1 5

FR13-1C (changeable message)

S H A R E T H E R O A D N E X T 1 M I L E

FW8-7

Advisory speeds shall be determined by an engineering study.

Chapter 3A Traffic Control Devices All Roads

3A-14

3A.7.4 Additional Warning Signs

Standard warning signs are shown in the MUTCD. Other warning signs may be developed for specific uses and special situations not addressed in the MUTCD or these Guidelines. The shape, colors, and message shall be in keeping with the direction in these Guidelines and the MUTCD. Submit development of any nonstandard sign messages to the Regional Sign Coordinator. New symbols shall be approved by Washington Office Engineering.

3A.7.4a Supplemental Plaques

Use of supplemental plaques is optional. They shall only be used in conjunction with warning signs to expand the warning message. Plaques shall be mounted below a warning sign on the same assembly. They shall not be mounted or displayed alone. See Figure 3A-3 for examples and correct sequence of supplemental plaques.

3A.7.4b Advisory Speed Plaques

The need for advisory speeds associated with a particular warning sign shall be determined by an engineering study. Advisory Speed plaques suggest a reasonable and prudent speed to the motorist for specific conditions on a segment of road, but they are not enforceable. Show speeds in increments of 5 miles per hour. Do not use advisory speeds less that 10 miles per hour.

Advisory Speed plaques may be used in conjunction with curve warning signs when the curve speed reduction from tangent to curve is so great that drivers have difficulty selecting a safe approach speed for the curve. On curves with approach speeds 40 miles per hour and above, consider using an Advisory Speed plaque for speed reductions of 15 miles per hour or greater.

Use of Advisory Speed plaques is not always advisable on gravel or native surfaced roads. The condition of the road surfaces on these roads can vary significantly with traffic wear, washboards, inclement weather, or road maintenance. Engineering studies should consider these and other variables before assigning advisory speeds on these roads.

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LOOSE

GRAVEL

NARROW

STEEP

ROAD

D I P

W13-1 W13-1 W16-7p

Figure 3A-3—Supplemental plaques.

W7-3a

W13-1

W7-3b

W7-2b

3A.8 Markings

Markings can be classified into the following categories:

• Object markers

• Barricade markers Including gate markers

• End-of-roadway markers

• Delineators

• Pavement markings

These markings have definite and important functions in a proper scheme of traffic control. In some cases, they are used to supplement the regulations or warnings of other TCDs. In other instances, they are used alone and produce results that cannot be obtained by the use of other devices. In such cases, they serve as a very effective means of conveying certain regulations and warnings that could not otherwise be made clearly understandable.

3A.8.1 Object Markers

The MUTCD, Part 3C provides for three types of retroreflective object markers:

Type 1, Type 2, and Type 3. Types 2 and 3 are normally used for Forest Service applications.

3A.8.1a Type 2 Object Markers

Type 2 object markers should be used to mark objects or obstructions that are not in the roadway but are so close as to need marking to warn motorists not to leave the roadway. Typical Forest Service applications include culvert ends, gate posts, cattleguards, and drop offs.

The Forest Service has approved standards for a modified Type 2 object marker, which has the same applications as the standard Type 2 object marker.

The modified Type 2 object marker may be mounted on both sides of a post or flexible fiberglass stake.

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3A-15

OM2-2V

6 in

12 in

Modified Type 2 OM

4 in

3 in

3 in

3A-16

3A.8.1b Type 3 Object Markers

The Type 3 object marker shall be used to mark objects that intrude into the roadway. The stripes slope toward the side of the obstruction that traffic is to pass. Typical Forest Service applications include bridge abutments, guardrail ends, gate posts, and physical objects in or very near the roadway.

3A.8.2 Barricade Markers

Retroreflective red and white striped barricade markers are used to mark devices such as gates, barrier rails, or other devices across a road that restricts access and blocks further travel. As a minimum, two barricade markers, a left-hand and a right-hand marker, should be used on the restriction device as shown below. See 3A.8.5.2a for various sizes.

3A.8.3 End-of-Roadway Markers

Retroreflective end-of-roadway markers may also be used at the abrupt ending of a road such as when a road is closed, or placed in ML 1 for long-term storage. They are not appropriate for construction, maintenance, or incident management closures.

Use a minimum of one marker for each lane of road.

3A.8.4 Delineators

Road delineators are reflective devices mounted in a linear series at the side of a roadway to help indicate the roadway alignment.

On single-lane and double-lane roads with two-way traffic, delineators are white on both sides of the road. When viewed to the driver's right side of a road with

December 2005

BM-L BM-R

Figure 3A-4—Barricade markers.

OM4-3

OM-3ROM-3L

12 in

36 in

3A-17 one-way traffic, delineators are white; when viewed to the driver's left side of a road with one-way traffic, delineators are yellow.

3A.8.5 Gate and CATTLEGUARD Signing

3A.8.5a Cattleguards

Type 3 object markers shall be used to mark cattleguards that constrict the roadway. (See Figure 3C-13.) Type 2 object markers should be used if the roadway is not constricted but the Cattleguard wings are close to the traveled way.

Where the cattleguard is on a curve or has limited sight approach distances, advance warning signs such as CATTLEGUARD XX FEET or CATTLEGUARD AHEAD, should be installed where engineering judgement or an engineering study indicates the need.

Cattleguards may also present a unique hazard to motorcycles or bicycles.

Advance warning signs may be considered when such traffic routinely uses the road.

3A.8.5b Gates

The Forest Service uses gates in many sizes, shapes, and locations. Gates are used to restrict access to administrative roads, to seasonally close recreation sites, to close roads during certain seasons of the year, and to keep domestic animals in fenced areas. Some gates are as simple as removable sections of fences across a ML 2 road.

All gates shall be able to be secured in the open position so as not to be a hazard to traffic.

Cables, chains, or single-wire barriers shall never be used across any roadway because they are not readily visible to road users.

Travel management signs may be used on gates to display access and travel management restrictions and closures. Refer to Chapter 6.

If traffic is allowed beyond the gate, the small metal PLEASE CLOSE THE GATE sign is advised. See Chapter 12, Sign 22-2.

Gates adjacent to cattleguards may not require warning signs if traffic is not directed toward the gate. A properly designed edge ditch or natural features can keep the gate approach from being confused with the normal travel way.

Use advance warning signs, such as CLOSED GATE XX feet or CLOSED GATE AHEAD to provide adequate stopping distance before the gate when the gate is not visible to approaching traffic. These signs should be installed at a location where a vehicle can safely turn around.

3A.8.5c Gate Markings

Correct installation of barricade markers on gates is shown in Figure 3C-14.

Approach speed to a gate is the most critical criterion determining the size of markings necessary on the gate.

Minimum sizes of barricade markers used on closure gates shall be:

• ML 2, 3, 4, and 5 roads, two markers each side left and right for double-lane road and 1 each for each side on single-lane roads:

December 2005

Cables, chains, or single-wire barriers shall never be used across any roadway.

FBM-12

3A-18

– BM-R36 (36 inches by 12 inches) on roads when approach speeds are 30 miles per hour or higher.

– BM-R24 (24 inches by 8 inches) on roads when approach speeds are 25 miles per hour or lower.

• ML 2 roads, one marker each side:

– BM-R12 (12 inches by 6 inches) on roads when approach speeds are

15 miles per hour or lower.

End-of-roadway markers also may be used in lieu of barricade markers on locked gates that seasonally close roads or facilities such as campgrounds, and visitor centers.

Retroreflective tape may be used on gates as an alternative to the plaques above.

It shall be red and white striped (4-inch stripe widths) and wrapped fully around the large members of closure gates. It should be overlapped at the bottom, and the seam should be protected from collecting moisture. The minimum square inches of tape visible to traffic shall be equal to the size of two markers mentioned above.

This option makes it harder to vandalize the gate markings and also allows for visibility from both sides of the gate. See Figure 3A-5.

Type 3 barricade markers and end-of-roadway markers may be removed during periods when the gate is locked in the open position and does not present a hazard.

The back sides of some gates and other restriction devices may also require barricade markers, end-of-roadway markers, or retroreflective tape when an engineering study or engineering judgment indicates there is a potential for traffic such as snowmobiles, ATVs, and bicycles to approach a closed gate from behind.

3A.8.5d Wire Gates

Standard barbed wire gates present a unique signing challenge. Standard signs are usually too heavy and will weigh the gate down. Typical methods of mounting signs do not work on wire strands. A small flexible wire gate marker (FBM-12) and a method for using retroreflective tape on PVC pipe have been developed by the Forest Service. See Figure 3C-15 and 3C-16 for details.

End-of-roadway markers (12 inches) may also be used on wire gates on low-speed, single-lane ML 2 roads.

December 2005

Figure 3A-5— Retroreflective tape used as gate markings.

3A-19

3A.9 Pavement Centerline Markings

Pavement centerline markings should be consistent with the MUTCD, Sections 3B.01 and 5B.02, and local state/county practice on adjacent facilities.

Use either engineering judgment or an engineering study to determine whether to place pavement centerline markings on a road, based on, but not limited to the following:

• Type of terrain

• Accident history

• If road markings, or lack of markings, contributed to accidents

• The mix and volume of traffic

As a general guideline, a traffic volume of 200 ADT or greater indicates a need to consider placing pavement centerline markings on the double-lane road, providing the road surface will retain the markings.

If centerline markings are placed on a road, the NO PASSING zone markings, in conformance with Chapter 3 of the MUTCD, shall also be installed. An exception is allowed to maintain consistency when a NFSR may be marked similar to an adjacent state or county road provided the state or county road is marked in conformance with the most recent edition of the MUTCD or applicable state MUTCD supplements.

The modified centerline allowed in prior versions of EM-7100-15 shall no longer be used on NFSRs. The following are alternatives for replacement of modified centerlines:

• No pavement markings

• Edge lines and no centerline

• Centerline in compliance with this direction

Existing “modified” centerlines shall be replaced as they wear out, but in no case shall remain as of January 1, 2014.

Document how the pavement centerline marking was determined using either an engineering judgment or engineering study. The documentation should be site-specific to the road being assessed and should be signed by the engineering technical expert at the staff level on the forest. A single engineering judgment or study document cannot address marking needs on multiple roads.

3A.9.1 Edge Line Pavement Markings

Edge line markings should be consistent with the direction in the MUTCD (Sections 3B.06, 3B.07, and 5E.03).

Consider edge lines on single- or double-lane roads when an engineering study or engineering judgment shows a need. Designing Safer Roads, 1987, published by the Transportation Research Board, states that head-on, sideswipe, and single-car, run-off-the-road accidents decrease with edge lines.

Edge lines should be considered when the following conditions exist:

• There is a need to identify turnouts for users.

• The road has narrow lanes and shoulders, particularly with vertical edge drops between pavement and shoulders.

• There is a need to delineate the edge of the road when the edge of the pavement does not provide adequate delineation.

December 2005

Use engineering judgment or engineering study to determine the need for pavement markings.

3A-20

Use white for both lines of the traveled way. If pavement width is less than required for the travel lane and turnout, mark an uninterrupted uniform lane width without identifying a turnout. If pavement plus turnout width meets or exceeds 20 feet, mark the lane width and turnout. A broken white lane line, with entry and departure breaks, may be used at turnouts to provide continuity of guidance and define the turnout lane. See Figure 3C-18.

Lane widths on single-lane roads should not exceed 12 feet except on curves where pavement width includes curve widening.

An engineering study or engineering judgment will be used to determine whether edge line markings will be placed on a road. The study will consider the need for delineating the edge of the road and the hazards involved (which will include the traffic mix and whether the road is used at night). The study report should be signed by the engineering expert at the staff level on the Forest.

White edge lines may be used on any single- or double-lane paved roads.

Consider solid white edge lines when adequate guidance cannot be obtained from the pavement edge. Edge lines may be beneficial if the road has significant night traffic or is subjected to heavy fog or rain. On narrow roads, edge-line marking will allow drivers to drive closer to the shoulder, without driving on the shoulder. This helps them avoid head-on, sideswipe, and runoff-the-road accidents on narrow two-lane roads. When striping roads with paved shoulders, keep in mind that a 12-foot lane with a 1-foot shoulder is safer than an 11-foot lane with a 2-foot shoulder (from Designing Safer Roads 1987, published by the Transportation Research Board).

When a centerline is present, edge lines are used. A uniform lane width shall be provided. Narrower lane widths encourage lower speed of travel. Twelve feet is the maximum recommended lane width and is usually limited to well-constructed, high-speed roads. Lanes 10 or 11 feet wide are more commonly used on lower-speed roads. If the road width is available, edge lines should not be placed closer than 6 inches from the edge of the pavement.

Lane width between edge lines and centerlines should be increased on sharp curves to accommodate the curve widening needed for the curve. Proportion the additional lane width to each lane.

At the intersection with ML 3-5 roads, the edge line is cut off so that no edge line shows through the intersection. Similar treatment should be applied to intersections with ML 2 roads based on engineering judgment. Consider the amount and type of use the road is receiving and whether the ML 3-5 driver is alerted to the presence of an intersection by other methods such as signing or clear sight distance.

Do not use a broken line through an intersection.

3A.9.2 Pavement Markings in Campgrounds and Parking Areas

Centerline and edge markings are generally not needed in campgrounds and parking areas. Use pavement arrow markings for directional guidance where needed. Parking patterns normally are controlled by pavement markings.

Accessible parking spaces should comply with the MUTCD, Sections 2B.40, 3B.18, and 3B.19.

December 2005

Edge lines may be used on both single-and double-lane roads.

3A-21

3A.10 Guide Signs

Provide road guide signs to meet public needs and expectations for reliable guidance to and from forests and other administrative unit destinations such as campgrounds, trailheads, visitor centers, lakes, historical sites, and other points of interest. Up-to-date recreation, visitor, and travel management maps are important companions to road users finding their way in the national forests.

There is no substitute for consistency between maps and signs on the ground.

Signing should match the most recent maps.

Guide signs consist of route markers, destination signs, and reference location signs (milepost markers) that are necessary to orient users.

Guide signs are typically rectangular in shape. Guide signs on ML 3, 4, and 5 roads shall be retroreflective with a white message and border on a brown background.

On ML 2 roads, guide signs should be retroreflective but may be routed with cream legend on brown or a natural background. Routed signs should be considered only if the sign does not need to be read by both day and night.

Follow direction in Chapter 2 for developing and maintaining a comprehensive sign plan for each road.

Coordinate with public road agencies when guide signs must be approved, installed, or maintained by state or local authorities when located on their rights-of-way. As possible, develop the basis for coordination and cooperative support through memorandums of understanding or cooperative agreements.

3A.10.1 Route Markers

The Forest Service uses three shapes of route markers to identify NFSRs:

distinctive, horizontal, and vertical. The shape and number on the route markers should correlate with the information about the road on the most recent administrative maps and the information below.

Route numbers should be consistent when routes connect between adjacent forests. Forest routes that are continuations of county roads may both have the same number. Dual designations using both a Forest Service and county route number are discouraged.

Do not use Forest Service route number signs for roads that are not under Forest Service jurisdiction, such as county roads. In a situation where roads are included in a Cooperative Forest Road Agreement with a county that does not post route markers and it is necessary to show route numbers on administrative maps, the Forest Service may post route number signs on county roads. In this case, use either the MUTCD standard M1-6, County Route sign, or a modified Forest Service horizontal route number sign in the yellow legend on blue color of the M1-6 sign.

Place route markers at each NFSR intersection. Consider using additional route markers for reassurance beyond road intersections on highly traveled roads where the road user might be in doubt as to the choice of route. Erect reassurance route markers along the route periodically or after junctions when it is not readily apparent which route the road user may be on. There should be no more than 5 miles between reassurance markers.

December 2005

Route markers should correlate with the most recent administrative maps.

M1-7

FM1-7H

3 1 3 4 - 1

FM1-7H

2 3 1 2

142 1

FM1-7V

Note:

The on as per s current specs d any sam

Chapter 3A Traffic Control Devices All Roads

3A-22

3A.10.1a Distinctive Route Markers

The National Forest Logo on the distinctive route marker provides agency identification for the road. Distinctive route markers preferably consist of one or two digits for ease of recognition and shall be retroreflective. Use the distinctive route marker to identify significant, highly traveled routes through the Forest or other administrative unit. These are normally ML 4 or 5 roads. Distinctive route markers may be used on ML 3 roads that receive adequate maintenance.

Use distinctive route markers only on road segments that are passable by passenger cars during the normal season of use. These are roads for which the travel management strategy is to encourage passenger car travel.

3A.10.1b Horizontal Route Markers

The horizontal route marker is intended to identify ML 3, 4, and 5 roads that are not identified with the distinctive route marker. They shall be retroreflective with legend sizes based on speed of travel as shown in Table 3-4.

Use horizontal route markers only on roads passable by standard passenger cars during the normal season of use. These are roads for which the travel management strategy is either to encourage or to accept passenger car travel as shown on current maps available to the visitor. A directional arrow may be incorporated on the horizontal route marker.

3A.10.1c Vertical Route Markers

Use the vertical route marker to identify NFSRs that are not maintained for travel in standard passenger cars (ML 2). ML 2 is assigned to those roads for which the travel management strategy is to discourage passenger car travel and to encourage or accept high-clearance vehicle traffic. Current maps and route markers on the ground should give consistent information.

Vertical route markers also may be used to mark ML 1 roads. ML 1 is assigned to those roads placed into long-term storage. The travel management strategy is to eliminate or prohibit motorized travel yearlong. Other types of nonmotorized traffic may be allowed on the road.

Vertical route markers typically should be visible at road intersections.

When a travel management strategy of “Discourage” or “Eliminate” is being implemented by disguising the intersection of the road, the vertical route marker may be located far enough down a road so as not to be visible from the intersection. This prevents potential users from discovering a road by spotting a visible route marker.

Use 3-inch minimum characters stacked vertically on a post or on a separate sign panel. When a long road number is displayed, a portion of the number may be in 1-inch characters across the top of the route marker. Retroreflective characters should be used. Where appropriate, characters may also be routed into a wooden panel or directly into a wood post. If field routed, take care to create a professional looking sign with straight and uniform characters. Painting of routed characters to increase visibility is desirable but optional.

3A-23

3A.10.2 Reference Location Signs

Reference location signs (milepost markers) are intended to serve as mile point location guides for motorists and as a means to identify road locations and road maintenance sections. Reference location signs may be erected on any NFSR but are normally associated with higher-traffic-volume paved roads and highways.

Reference location signs are fully retroreflective and have white legend and borders on green background when used on NFSRs.

Use of the heading MILE shall be used to distinguish the reference location sign from the vertical route marker. Table 3A-4 shows the sizes of the legends on reference location signs.

3A.10.3 Destination Signs

In addition to guidance by route markers, it may be desirable to supply the user with destination signs that provide information concerning prominent destinations, their distances, and directions.

Destination signs serve the important traffic control function of informing drivers of important sites ahead. Proper sign locations, as outlined in Chapter 3C, allow time for the driver to make decisions before reaching the intersection.

Use destination signs to encourage traffic on NFSRs suitable for the type of traffic being encouraged. These signs normally are not used on ML 1 or most ML 2 roads, where route markers and current maps provide sufficient guidance.

Destination signs may be placed after intersections and at reassurance locations along sections of roads to provide additional guidance.

The decision to install destination signs should be based on engineering judgment or an engineering study recommendation.

Figure 3A-6 contains various destination signs and shows examples of message layouts for them.

December 2005

Table 3A-4—Reference Location Sign sizes

D10-1 FD10-1a FD10-1b Conventional Low-volume roads <400 SADT road >400 SADT Typical, 40 mph and + Minimum, <35 mph Item (inches) (inches) (inches)

Width 10 6 5

Numbers (ASA) 6 (Series D) 4 (Series D) 3 (Series D) MILE heading (ASA) 4 (Series D) 2 (Series B) 2 (Series B)

MURPHY

HAYESV I L L E

GOSHEN

1 0H IWASSE E

FDR-4

D10-1

3A-24

December 2005

MURPHY

HAYESV I L L E

GOSHEN

1 0H IWASSE E

BOAT RAMP

CAMPGROUND

P I C N I C AREA

MOON RECREAT I O N AREA

BOONTON LAKE

F I S H I N G CRE EK

BOONTON LAKE

F I S H I N G CRE EK

LONG MEADOW 7

1 5

F I S H I N G CRE EK

BOONTON LAKE

1-line sign

FRD-1 • 1 message

FRD-2 • 1 message

FRD-3 • 1 message • large arrow

FRD-3 • 3 messages • large arrow

FRD-4 • 4 messages and line

FRD-2 • 2 messages and line

FRD-2 • 2 messages

FRD-3 • 2 messages and line

FRD-2 • 2 messages

FRD-3 • 3 messages

FRD-3 • 3 messages • large arrow

FRD-4 • 4 messages and line

BOONTON LAKE

2-line signs

3-line signs

4-line signs

BOONTON LAKE

F I S H I N G CRE EK

BOONTON LAKE

OVERLOOK

BOONTON LAKE

W I L D L I F E

V I EW I N G AREA

BOONTON LAKE

F I S H I N G CRE EK

LONG MEADOW 7

1 5

BOONTON LAKE

F I S H I N G CRE EK

LONG MEADOW

BOONTON LAKE

OVERLOOK

F I S H I N G CRE EK 3

Figure 3A-6—Typical destination sign layouts.

3A-25

3A.10.3a Rules for Destination Signing

Destination signing shall never interfere with regulatory or warning signs. Proper spread distances and sign priorities are given in Chapter 3C.

Destinations:

• Carefully select appropriate destinations to sign. Do not encourage traffic to travel to a destination where it cannot go or on a road from which that type of traffic has been restricted.

• Assure that road users know that they have…