11th edition of the MUTCD-2020 draft-Item 11

Overview

NPA Proposed Change Item 11 proposes to

NPA Text

11. FHWA proposes to add a new Section 1B.03, titled, “Compliance of Devices,” with text relocated from the existing Introduction and existing Sections 1A.07 and 1A.10. FHWA proposes this revision to consolidate information regarding the compliance of traffic control devices to streamline and improve the usability of the MUTCD.

FHWA also proposes to revise an existing Standard relocated from Section 1A.07 to Support. FHWA proposes this revision since the statement is of fact rather than a mandate of the MUTCD.

FHWA also proposes to add a new Support paragraph clarifying the status of devices or applications not specifically addressed in the Manual. FHWA proposes this revision to address a common misperception that an application of a device is allowed if it is not explicitly prohibited in the Manual, even if that application is not addressed in the Manual. In those cases in which there might be some question as to whether an application that is not specifically mentioned in the MUTCD might be allowed, an individual is encouraged to seek an official interpretation, in which FHWA can evaluate whether such application is consistent with the provisions for that device and whether it would adversely impact uniformity.

FHWA also proposes to combine a Standard paragraph and an Option paragraph regarding the replacement of non-compliant traffic control devices, relocated from the Introduction, into a single Standard. FHWA proposes this revision to streamline existing language.

FHWA also proposes to remove 12 rows in Table 1B-1 (existing Table I-2), titled, “Target Compliance Dates Established by the FHWA.” FHWA proposes this revision since these rows contain requirements with previously established compliance dates that have passed or will have passed by the date of the publication of the Final Rule resulting from this NPA. Related to this proposed change, FHWA proposes to delete additional compliance dates from the table that are in effect at the time this NPA is published, but expire prior to the effective date of the Final Rule.

FHWA also proposes to add three new compliance dates to Table 1B-1 (existing Table I-2). For Section 2C.25 Low Clearance Signs, the compliance date of five years from the effective date of the final rule for this edition applies to the proposed new Standard requiring that if used, Low Clearance Overhead signs shall indicate the portion of the structure with low clearance if the posted clearance does not apply to the entire structure to indicate the point of applicability. The proposed changes were based on recommendations from the National Transportation Safety Board (NTSB) H-14-11 to provide signing indicating the proper lane of travel for over height vehicles traveling under an arched structure.

For Section 8B.16 High-Profile Grading Crossings, the compliance date of five years from the effective date of the final rule for this edition applies to the proposed new Guidance recommending the installation of Low Ground Clearance and/or Vehicle Exclusion and detour signs for vehicles with low ground clearances that might hang up on high-profile grade crossings. The proposed compliance date applies only to those locations with known histories of vehicle hang-ups occurring because sufficient geometric criteria do not currently exist by which agencies could evaluate crossings to determine the specific types of vehicles that could be problematic. The proposed changes were based on recommendation from NTSB H-18-24 to provide signing for high-profile grade crossings.

For Section 8D.10 through 8D.13 Highway Traffic Signals at or Near Grading Crossings, the compliance date of ten years from the effective date of the final rule for this edition applies to the determination and installation of the appropriate treatment (preemption, movement prohibition, pre-signals, or queue cutter signals) at highway-rail grade crossings in close proximity to signalized intersections. FHWA proposes this compliance date due to the high potential for train-vehicle crashes at locations where a vehicle traveling in a platoon can come to a stop on a crossing unintentionally due to a queue from a downstream signalized intersection.