Use of Freeway Shoulders for Travel — Guide for Planning, Evaluating, and Designing Part-Time Shoulder Use as a Traffic Management Strategy

Appendix B. Signing and Pavement Marking Examples

This appendix provides examples of signing and pavement marking from U.S. part-time shoulder use facilities. They are not necessarily compliant with the Manual on Uniform Traffic Control Devices (MUTCD) and are provided as examples of what states have done rather than guidance. CHAPTER 7 of this guide provides guidance on signing and pavement marking for agencies designing new part-time shoulder uses facilities, developed in part from the examples presented here.

Bus on Shoulder

Signing

Figure 40 shows the layout of signs used for bus-on-shoulder (BOS) operation on freeways and arterials in Minnesota.

Line sketches of a typical arterial and freeway locating the placement of signage along the routes. Both road types feature mainline shoulder regulatory signage at the beginning and end of BOS operations, as well as between intersections and interchanges. The signs state in black text “Shoulder, Authorized Buses Only” on a white background; the signs at the beginning and end of BOD operations feature an additional “Begin” or “End” placard, respectively. At intersections, the arterial features warning-series signage on the minor street approach directly adjacent to BOS operations stating “Watch for Buses on Shoulder” in black text on a yellow background. The freeway locates this warning series sign on the on-ramps, downstream of any ramp meter signals. Upon reaching an overpass on the freeway (i.e., restricted shoulder lane width), the warning-series sign in Figure 39 is used to indicate buses are to merge into the adjacent travel lanes.

Figure 40. Bus-on-shoulder sign placement, Minnesota.
(Source: TCRP Report 151)

Figure 37 and Figure 41 show regulatory signs for BOS operation used in Minnesota and Miami, respectively. Miami’s signs have since been modified to remove the diamond symbol, which is now exclusively for high-occupancy vehicle (HOV) lanes per the 2009 MUTCD.

Photo of a post-mounted regulatory sign in the clear zone stating the shoulder is for “Emergency Stopping Only on Shoulder” in black text on a white background. A placard of the same style is mounted below and features a white diamond (corresponding with the pavement marking [not pictured]) and the text “Authorized Bus Lane.”

Figure 41. Photo. FDOT regulatory sign for Bus-on-shoulder operation.
(Source: TCRP Report 151)

Figure 42 shows a typical MnDOT on-ramp warning sign for BOS operation. The white-on-black sign on the left side of the photo is a standard regulatory sign used on Minnesota regardless of whether or not the freeway has part-time shoulder uses.

Photo of two adjacent post-mounted signs for BOS operations in Minnesota. The left-sign is a regulatory-series sign stating, “Emergency Stopping Only; Pedestrians, Bicycles, Motorized Bicycles, Non-Motorized Traffic Prohibited” in black text on a white background. The right-sign is a warning-series sign stating, “Watch for Buses on Shoulder” in black text on a yellow background.

Figure 42. Photo. MnDOT on-ramp Bus-on-shoulder warning sign, right side of photo.
(Source: TCRP Report 151)

Figure 43 shows a sign from the US 29 arterial in Montgomery County, Maryland, instructing buses to yield to right-turn vehicles at the start of a right-turn lane.

Photo of roadside, post-mounted regulatory sign placed at the beginning of taper for an exclusive right-turn lane at an arterial intersection. The top of the sign states “Buses” in white text on a black background, followed by the image of a yield sign and the text “To Right Turn Traffic” in black text on a white background.

Figure 43. Photo. Maryland SHA sign to manage right-turn lane conflict.
(Source: Kittelson and Associates, Inc.)

Pavement Marking

Figure 44 and Figure 45 show optional word pavement markings from a freeway in California and an arterial in New Jersey, respectively.

Figure 44. Photo. Caltrans word pavement markings for BOS operation.
(Source: TCRP Report 151)

Photo of white pavement markings used in New Jersey on the part-time shoulder lanes where BOS operations are used. The pavement reads “Bus Only”; the driver encounters the pavement marking for the word “Bus” first, followed by the pavement marking for “Only” downstream.

Figure 45. Photo. NJDOT word pavement markings for BOS operation.
(Source: TCRP Report 151)

Arterials in Washington State and New Jersey are highlighted below to present examples of arterial BOS pavement markings in different contexts.

SR 522 in Kenmore, Washington, is a highly developed arterial with numerous access points. A dotted edge line is used to indicate to passenger car drivers the shoulder is available as a right- turn lane in areas with many access points, and solid edge line is used in areas with fewer access points. Upstream of major access points, right-turn arrows are placed on the shoulder. Downstream of major access points, transverse white pavement markings are placed on the shoulder for approximately 50 feet followed by “transit only” word pavement markings. Figure 46 shows pavement markings on SR 522, with red arrows pointing to markings noted above.

Aerial photo graph of SR 522 in Washington State with red arrows denoting the BOS pavement markings of interest. The first arrow points to white pavement markings reading “Transit Only” placed just downstream of an intersection. The second arrow, which is just upstream of the previous arrow denotes transverse white pavement markings on the shoulder (again, just downstream of the intersection). The third arrow denotes a white right-turn arrow pavement marking placed in the shoulder upstream of the intersection.

Figure 46. Photo. SR 522 arterial Bus-on-shoulder pavement markings, Washington state.
(Source: TCRP Report 151)

US 9 in Old Bridge, New Jersey, is a higher order roadway than SR 522, with fewer access points and a mixture of intersections and interchanges. A solid white edge line is used along the majority of the roadway. Approaching major intersections, the edge line transitions into the curb using dotted white pavement markings and the shoulder space becomes a right-turn lane, with lane line markings separating the right turn lane and through lanes. Downstream of major intersections, dotted white pavement marking transitioning from the curb to a solid white edge line is used to reestablish the shoulder lane.

Figure 47 shows these pavement markings. The specific intersection shown in Figure 47 has jughandles, which provides space for a bus stop and turnout upstream of the intersection. This is a relatively unique configuration that cannot be easily replicated on many arterials.

Aerial photo of US 9 in New Jersey with arrows denoting key points in BOS operations near an intersection. Upstream of the intersection, the shoulder is allowed for bus use only until the formation of a right-turn lane with dotted pavement markings, which opens the lane to all vehicles. The right-turn becomes a channelized movement, after which BOS operations resume downstream of the channelizing island. This is denoted by “BUS ONLY” pavement markings on the shoulder adjacent to the island. A bus stop is present upstream of the intersection, after which the BOS operations reaches the intersection in its own lane with its own stop line. White dashed lines downstream of the intersection denote the continuation of BOS beyond the intersection.

Figure 47. Photo Illustration. US 9 arterial Bus-on-shoulder pavement markings, New Jersey.
(Source: TCRP Report 151)

Static Part-time Shoulder Use

Signing

Georgia

Georgia 400 is a commuter freeway connecting Atlanta and its northern suburbs. BOS operation was implemented in the mid-2000s, and in 2012 and 2014, the southbound and northbound shoulders between three interchanges, respectively, were opened to all vehicles during peak periods. Part-time shoulder use does not extend through any interchanges and instead functions as an auxiliary lane between interchanges. GA 400 has black on yellow and white signs at the start of part-time shoulder uses segments noting the hours of operation (see Figure 48), and black on yellow warning signs along the part-time shoulder uses segments with the message “shoulder lane” and a 45 mph advisory speed limit plaque (see Figure 49). A black on white regulatory sign with the message “shoulder lane begins 1000 feet” is placed near the end of on-ramps, as shown in Figure 50.

Photo of post-mounted sign on GA 400 on the right shoulder which states, “ Should Lane, 6:30 through 10:00 AM, 4:00 through 7:00 PM, Monday through Friday Only” with an arrow pointing downward and to the left (i.e., towards the part-time shoulder lane).

Figure 48. Photo. Sign at start of part-time shoulder use segment, GA 400.
(Source: Georgia Department of Transportation)

Photo of a suggested speed limit sign for the part-time shoulder lane on GA 400. The top sign is a yellow warning series sign that states, “Shoulder Lane”, the bottom rectangular warning series sign states, “45 M.P.H.” There is a typical regulatory speed limit sign upstream of the part-time shoulder sign stating the speed limit is 65 miles per hour.

Figure 49. Photo. Warning sign along part-time shoulder use segment, GA 400.
(Source: Georgia Department of Transportation)

Photo of a regulatory sign on the on-ramp of GA 400. The sign is place a few hundred feet upstream of the merge on the left shoulder of the on-ramp. In black text on a white background, it states, “ Shoulder lane begins 500 feet”.

Figure 50. Photo. Regulatory sign on on-ramp, GA 400
(Source: Georgia Department of Transportation)

GDOT has a project underway to add dynamic signs to GA 400, and is planning another part- time shoulder use facility on I-85 that will open with dynamic signs. GDOT is adding dynamic signs to enable closure of the shoulder when disabled vehicles are stopped on it, and to more easily modify the set hours of operation.

Hawaii

Photo of a post-mounted regulatory sign with black text on a white background. The sign states, “ Shoulder lane 5AM through 8AM Exc Sat Sun Hol, No Trucks or Buses”.

Figure 51. Photo. Regulatory sign, I-H-1 mainline.
(Source: Google Maps)

Interstate H-1 in Hawaii employs static part-time shoulder use in the eastbound direction that operates during the a.m. peak period. Like Georgia’s shoulder lane, it functions as an auxiliary lane between interchanges and does not run through interchanges. Ground mounted, two-section black on white regulatory signs with the messages “shoulder lane 5 AM – 8 AM exc. Sat Sun Hol” and “no trucks or buses” are used along the route; an example is shown in Figure51.

Similar signs are used at the start and end of segments and along ramps. Figure 52 shows signs on on-ramps and off-ramps. On I-H-1, signs are used on off-ramps because shoulder traffic is directed onto off-ramp shoulders to form a second exit lane rather than remaining on the freeway through interchanges.

Photo of a post-mounted regulatory sign with black text on a white background. The sign states, “Shoulder lane ahead, open 5AM through 8AM Exc Sat Sun Hol, No Trucks or Buses”.

Figure 52. Photo. Regulatory sign, I-H-1 on-ramp.
(Source: Google Maps)

Photo of a post-mounted regulatory sign with black text on a white background. The sign states, “Shoulder lane ends, Merge Left”.

Figure 53. Photo. Regulatory sign, I-H-1 off-ramp.
(Source: Google Maps)

In addition to eastbound part-time shoulder use, I-H-1 also has a moveable zipper barrier that is used to reduce westbound lanes and increase eastbound lanes during the a.m. peak hour. I-H-1 has dynamic signs to regulate use lanes created with the moveable barrier, but they do not communicate information related to part-time shoulder use.

Massachusetts

Massachusetts uses a mix of black on white regulatory signs and black on yellow warning signs. MassDOT initially implemented part-time shoulder use in 1985 with static signs at the start of part-time shoulder use segments, after on-ramps, and at the end of part-time shoulder uses segments. In the early months and years of operation, warning signs were added to on-ramps and “Mon - Fri” was added beneath the hours of operation; an example is shown in Figure 54. Prior to the addition of “Mon – Fri”, some drivers were using the shoulder on weekends.

Photo of a post-mounted regulatory sign with black text on a white background. The sign states, “Travel Prohibited in this lane except Mon through Fri 3:00 through 7:00 PM”.

Figure 54. Photo. Updated regulatory sign, I-95 breakdown lanes.
(Source: Massachusetts Department of Transportation)

In 1999, MassDOT replaced the static signs, which were nearly 25 years old, on two of the three part-time shoulder use facilities. As part of the replacement, MassDOT added a dynamic panel to some of the static signs that displays “open” or “closed”. The primary purpose of adding the dynamic panel was to provide a clearer message to drivers. The dynamic panel also creates the opportunity to open shoulders outside of regularly scheduled hours, and MassDOT has done this when construction closes general purpose lanes. Figure 55 illustrates the signing detail of the new dynamic signing.

Illustration of a roadside regulatory sign with a dynamic sign mounted on top. The dynamic sign can either read, “Breakdown Lake” or “Open to Traffic”. The static regulatory sign below reads, “Travel in breakdown lane, Permitted Mon through Fri 6 through 10 AM 3 through 7 PM, Prohibited all other times”.

Figure 55. Illustration. Dynamic part-time shoulder use sign detail, I-95 breakdown lanes.
(Source: Massachusetts Department of Transportation)

These hybrid signs are located at the start of the permitted part-time shoulder uses lanes and after every on-ramp to the freeway where shoulder running is authorized. The dynamic messaging at the top of the sign is controlled remotely by the Incident Management Division in MassDOT’s Highway Operations Center.

The varied messaging that can be displayed on these dynamic signs to inform travelers about the lane’s current functionality are shown in Figure 56 and Figure 57.

Photo of dynamic message sign added to static regulatory sign below. The dynamic sign mounted on top reads, “Breakdown lane”, while the static sign below reads, “Travel in breakdown lane, Permitted Mon through Fri 6 through 10 AM 3 through 7 PM, Prohibited all other times”.

Figure 56. Photo. Dynamic sign signifying the shoulder is closed to traffic, I-95 breakdown lanes.
(Source: Massachusetts Department of Transportation)

Photo of dynamic message sign added to static regulatory sign below. The dynamic sign mounted on top reads, “Open for travel”, while the static sign below reads, “Travel in breakdown lane, Permitted Mon through Fri 6 through 10 AM 3 through 7 PM, Prohibited all other times”.

Figure 57. Photo. Dynamic sign signifying the shoulder is open for use, I-95 breakdown lanes.
(Source: Massachusetts Department of Transportation)

New Jersey

SR 29 in New Jersey employs static part-time shoulder use in the westbound direction that operates during the a.m. peak period. Ground-mounted black-on-white regulatory signs with the message “cars only may use shoulder 7 AM – 10 AM Mon-Fri” are placed along the route, as shown in Figure 58. Similar signs state the shoulder is only for access to SR 129, the right-hand side of a major fork at the end of the part-time shoulder use segment. There is one portable variable message sign at the start of the segment that supplements the static signs and informs drivers when the shoulder is open to traffic.

Photo of a post-mounted regulatory sign with black text on a white background. The sign states, “Cars only may use shoulder 7AM through 10AM Mon through Fri”.

Figure 58. Photo. Regulatory sign, SR 29 mainline.
(Source: Google Maps)

The New Jersey Turnpike Newark Bay Extension currently employs part-time shoulder use to mitigate closure of the Pulaski Skyway, an adjacent facility, for reconstruction. Dynamic signs are used on the facility to open the shoulder during peak periods if traffic conditions warrant it. Some dynamic lane control signs are standalone (see Figure 59), and others are part of gantries with variable speed limit signs and variable message signs (see Figure 60)

Photo of a partial gantry over the shoulder lane. The regulatory sign with black text on a white background reads, “Shoulder use permitted for travel on green arrow.” Below the static regulatory sign is s dynamic sign displaying a steady red ‘X’.

Figure 59. Photo. Mast Arm Dynamic Lane Control Sign, New Jersey Turnpike Newark Bay Extension.
(Source: Kittelson & Associates, Inc.)

Photo of dynamic sign mounted over the travel lanes on N.J. Turnpike indicating via text the “shoulder [is] for emergency use only” and the variable speed limit, currently set at 50 m.p.h. A dynamic lane-control sign is mounted over the shoulder lane and is displaying a steady red ‘X’ to indicate the shoulder is currently closed.

Figure 60. Photo. Dynamic Lane Control Sign on Gantry, New Jersey Turnpike Newark Bay Extension.
(Source: Kittelson & Associates, Inc.)

Virginia

Virginia’s initial static part-time shoulder use facilities—I-66 in suburban Washington and I-264 in Virginia Beach—were both implemented in the early 1990s and uses similar signs. The shoulders on I-66 were converted to dynamic part-time shoulder use in 2015, and signing changed. Both facilities used black on white regulatory signs. Overhead signs had a dynamic section that displayed a red “x” when the shoulder was closed to traffic and green arrow when it was open the traffic. Ground mounted static signs listed the hours of the operation and other regulatory information. The shoulder was opened and closed on a fixed schedule, but operators could override the schedule and change dynamic indications if special conditions warranted opening or closing the lane outside of scheduled hours.

For travelers on the mainline, a combination of overhead and post-mounted signage denoted the start of permitted part-time shoulder uses, shown in Figure 61. Post-mounted signs displaying the hours of permitted shoulder use were spaced approximately every quarter mile throughout the corridor. Subsequent signs provided notice that there was no physical shoulder during the prescribed hours of shoulder use, shown in Figure 62.

Photo of part-time shoulder operation in Northern Virginia employing multiple signs to disseminate information. These include a static roadside sign indicating the hours and days of operation, an overhead lane-use control signal displaying a steady red ‘X’ to indicate the shoulder lane is currently closed, and an overhead static sign indicating the meaning of the red ‘X’ or green arrow that can be displayed on the dynamic sign.

Figure 61. Photo. Combination of static and dynamic signage, I-66 mainline.
(Source: Virginia Department of Transportation)

Photo of roadside static sign denoting the hours and days of operation of the shoulder lane in Northern Virginia. The top of the sign reads “Notice” in black text on a yellow background, while the lower portion of the sign reads “No right shoulder, Mon-Fri, 2-8PM, Next 6 Miles” in black text on a white background.

Figure 62. Photo. Notice informing motorists of the lack of right shoulder during shoulder running operations, I-66 mainline.
(Source: Google Maps)

While the shoulder was not in use, drivers were permitted to use the shoulder to exit the freeway a few hundred feet in advance of the gore point; Figure 63 illustrates the post-mounted, static signage used to inform motorist where they were permitted to begin exiting.

Photo of a static roadside regulatory sign placed at the point where vehicles are allowed to utilize the outside lane (shoulder lane) upstream of an exit ramp. The sign reads “Begin to exit here” in black text on a black background with an arrow point pointing downward and to the left (i.e., towards the shoulder lane).

Figure 63. Photo. Static signage denoting permitted use of shoulder to exit during non-operational hours of shoulder use, I-66 mainline.
(Source: Virginia Department of Transportation)

Washington

Part-time shoulder use was implemented on US 2 eastbound in Everett, Washington, in 2009 on a trestle crossing wetlands. WSDOT used static signs to reduce the project cost and initially planned to implement dynamic signs at a later date. As of 2015, the static signs are working effectively and WSDOT no longer plans to implement dynamic signs. The US 2 part-time shoulder use segment is a commuter-oriented facility on a bridge with few ramps and minimal curvature, signs, and other elements that would increase driver workload. This makes it a good candidate for having static signs only.⁽³³⁾ Figure 64 shows an overhead regulatory sign on US 2 at the start of the part-time shoulder use segment. Ground mounted regulatory signs are used within the part-time shoulder use segment.

Figure 64. Photo. Overhead regulatory sign, US 2.
(Source: Google Maps)

Washington previously allowed buses and HOVs (with three or more passengers) to travel on the shoulder of westbound SR 520 approaching Lake Washington at all times. It was frequently described as static part-time shoulder use, but it was not in the sense it was never available for emergency refuge and always open to traffic. The lane was signed with static black on white regulatory signs prior to its replacement with a general purpose lane in 2015 as part of a roadway widening project.

Turnouts

Figure 65 shows the turnout sign sequence current in use in Virginia. Massachusetts uses one small black on white sign at the start of the turnout and does not provide any advance signs. For consistency with other types of roadside refuge areas such as slow moving truck turn offs on rural two-lane highways, the term “turnout” is preferred over “pull off”.

Aerial photo showing the placement of the emergency pull-off signs in advance of the emergency pull-off area on a highway in Northern Virginia. A sequence of three signs are placed at approximately 1500ft in advance, 500ft in advance, and at the beginning of the emergency pull-off area.

Figure 65. Photo. Turnout sign sequence, I-66.
(Source: Virginia Department of Transportation)

Pavement Marking

Figure 66 shows the use of two edge lines on I-H-1 in Hawaii, with the outside edge line terminating at the start of the bridge. “Shldr lane” word markings are provided (see red arrow).

Photo showing the use of two solid, white edge lines on either side of a shoulder travel lane in Hawaii. The outside line terminates at the start of a downstream bridge. White pavement markings are used, reading “Shldr lane”.

Figure 66. Photo. Edge lines and “shldr lane” work markings on a part-time shoulder use section of I-H-1.
(Source: Kittelson & Associates, Inc.)

At the start and end of part-time shoulder use segments, the line between the shoulder and the adjacent travel lane typically changes from solid white to dotted white to encourage travel onto/off of the shoulder. Sometimes diagonal solid or dotted lines are used to further guide the transition. Figure 67 shows pavement markings at the start of the part-time shoulder use segment of US 2 in Washington State.

Aerial photo of a shoulder lane on a highway in Washington State. The inside edge of the shoulder lane changes from a solid white line to a dashed white line at the point where vehicles in the adjacent travel lane are permitted to begin merging into the shoulder lane towards the downstream exit ramp. The inside edge line of the shoulder lane returns to solid white after vehicles from the adjacent travel lane are no longer allowed to switch lanes to exit at the downstream ramp.

Figure 67. Photo. Edge line markings at the start of part-time shoulder use segment, US 2.
(Source: Google Earth)

Pavement markings at on- and off-ramp are more complex. They vary based on the types of entrance and exit configurations described in the geometric design section of this chapter, and existing state ramp-freeway junction marking practices. In general, pavement markings in the vicinity of a merge or diverge should provide a clear means for drivers on the mainline shoulder to pass through the ramp freeway junction, and they should also provide a means to transfer from the freeway to ramp or vise verse. Striping can create parallel or taper style merges and diverges.

MassDOT uses parallel style entrances and exits on part-time shoulder use facilities. Figure 68 illustrates the typical striping plans for part-time shoulder use at ramps on I-93 in Boston. The painted gore at on-ramps is used to terminate the exclusive use of the shoulder lane, allowing vehicles entering the freeway to drive on the shoulder for several hundred feet and then merge with the general purpose lanes. The acceleration lane for merging traffic is tapered down, and part-time shoulder use is resumed. Figure 69 shows an example of this merge; the solid white lines denote the shoulder, which reaches full-width after the acceleration lane is eliminated via the taper.

CAD drawing of on-ramp and off-ramp striping details used in Massachusetts. In the on-ramp scenario, the inside edge of the shoulder lane is solid until 100 feet past the physical gore of the on-ramp, where it becomes a skip stripe for approximately 200 feet. The inside pavement marking then transitions to dotted lines until 300+ feet past the point where the taper point of the entrance lane. In the off-ramp scenario, the inside edge of the shoulder lane is solid until the beginning of the taper for the exit lane, where it transitions to a dashed line. Approximately 300 feet upstream of the physical gore of the exit ramp, the inside edge pavement marking of the shoulder lane transitions to a dashed line for 200 feet and finally to a solid line 100 feet upstream of the physical gore.

Figure 68. Illustration. On- and off-ramp striping plans, I-93.
(Source: Massachusetts Department of Transportation)

Photo of on-ramp pavement markings looking upstream at the end of an on-ramp in Massachusetts. The outside pavement marking of the shoulder lane and on-ramp lane is solid white. A solid white taper is introduced diagonally across the lane to force traffic to merge, if not using the shoulder lane. When this diagonal taper pavement marking reaches the inside edge of the lane in question, it transitions from a dotted line to a solid line.

Figure 69. Photo. On-ramp striping, I-93.
(Source: Massachusetts Department of Transportation)

At off-ramps, a single solid line is used to transition traffic from general purpose lanes onto the shoulder, allowing general purpose traffic to exit. Part-time shoulder use resumes beyond the painted gore; Figure 70 illustrates an example of this transition.

Photo of off-ramp pavement markings in Massachusetts looking upstream from the physical gore. The inside edge of the shoulder lane is solid until the beginning of the taper for the exit lane, where it transitions to a dashed line. The inside edge pavement marking of the shoulder lane then transitions to a dashed line upstream of the physical gore. The outside edge line is solid white and follows the exit lane onto the off-ramp.

Figure 70. Photo. Off-ramp striping, I-93.
(Source: Massachusetts Department of Transportation)

On I-66 in Virginia, the pavement markings for part-time shoulder use are carried through the on- and off-ramps. Vehicles from the general purpose lanes use a short portion of the shoulder to access the off-ramp, which is a taper-style design. Past the painted gore of the off-ramp, the shoulder lane again becomes a part-time lane.

Aerial photo of off-ramp striping in Northern Virginia. The inside edge of the shoulder lane uses a solid white pavement marking until a point upstream of the exit ramp, where it transitions to a dashed line, allowing traffic from the general purpose lanes to enter the shoulder lane. After several hundred feet, a taper for the off-ramp lane forms from the shoulder lane. A driver in the shoulder lane at no point crosses over pavement markings relating to exiting traffic.

Figure 71. Photo. Off-ramp striping, I-66.
(Source: Google Earth)

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