First United-CS 990603spacing of the markers in such cases must be determined by engineering
judgment.
3B-16 Substituting for Pavement Markings
Retroreflective raised pavement markers, or non-retroreflective raised
pavement markers supplemented by retroreflective markers, may be
substituted for markings of other types.
The pattern of the raised markers should simulate the pattern of the
markings for which they are substituted.
The normal spacing of raised pavement markers, when substituting
for painted markinl~s, should be chosen in relationship to the standard
length of the broken line segment.
Broken line segments may be substituted by a group of four or more
markers equally spaced at approximately NIl2 feet, or less, with at
least one of every group of markers retroreflective.
Solid lines may be substituted for at a spacing of approximately N/8
feet, with retroreflective units at a spacing no greater than N/2.
Dotted lines shall be substituted for at a spacing of approximately
N/8 feet, but with no loss than one raised pavement marker per dotted
line. At least one raised marker every N feet shall be retroreflective.
When substituting for wide lines, raised pavement markers may be
placed laterally adjacent to simulate the width of the line.
3B-17 Stop Lines
Stop llnos are solid white linos, normally 12 to 24 inches wide,
extending across all approach lanes.
Stop lines should be used in both rural and urban areas where it is
important to indicate the point, behind which vehicles are required to
stop, in compliance with a STOP sign, traffic signal, officers' direction,
or other legal requirement.
Stop lines, where used, should ordinarily be placed 4 feet in advance
of and parallel to the nearest crosswalk line. In the absence of a
marked crosswalk, the Stop line should be placed at the desired stol>
ping point, in no case more than 30 feet or loss than 4 feet from the
nearest edge of the intersecting roadway.
If a stop line is used in conjunction with a STOP sign, it should
ordinarily be placed in line with the STOP sign. However, if the sign
c~__nnot be located exactly where vehicles are expected to stop, the Stop
line should be placed at the stopping point~
3B-18 C'hmssw~u~ and Crosswalk Lines
Crosswalk markings at signalized intersections and across intersec-
tionai approaches on which traffic stops, serve prlmsrily to guide
pedestrians in the proper paths. Crosswalk markings across roadways
TX 3B-21 (Rev. No. 5)
I
I
on which traffic is not controlled by traffic signals or STOP signs must
also serve to warn the motorist of a pedestrian crossing point. At non-
intersectional locations, these markings legally establish the crosswalk.
Crosswalk lines shall be solid white lines, marking both edges ~of the
crosswalk. They shall be not less than 6 inches in width and should not
be spaced less than 6 feet apart. Under special circumstances where~a
stop line is not provided or where vehicular speeds exceed 35 MISH or
where crosswalks are unexpected, it may be desirable to increase the
width of the crosswalk line up to 24 inches in width. Crosswalk .lines
on both sides of the crosswalk should extend across the full width of
pavement to discourage diagonal w~ll~ing between crosswalks
(fig. 3-14a).
Crosswalks should be marked at all intersections where there is
substantial conflict between vehicle and pedestrian movements. Marked
crosswalks should also be provided at other appropriate points of
p_edestrian concentration, such as at loading islands, ,.~.~'
pedestrian crossings, or where pedestrians could not otherwise recog,_
the proper place fi) cross.
Crosswalk markings should not be used indiscriminately. ~r-
i~ng study should be required before they are installed a~t locations away
~om traffi~c s~? or_S_TOP signs. ~
Since non-intersectional pedestrian crossings are generally unexpected
by the motorist, warnin~ signs~£sec. 2C-311 should be installed an,d
adequate visibility provided by parking orohibitions.
'"FS-f~ffffe~h%~he area of the crosswalk may be marked with
white diagonal lines at a 45° angle or with white longitudinal linos at a
90° angle to the. line of the crosswalk (figs. 3-14b, 14c). These lines
should be appro-lmstely 12" to 24" wide and spaced 12" to 24" apart.
When diagonal or longitudinal lines are used to mark a crosswalk, the
transverse crosswalk lines may be omitted. This type of marking is
intended for use at locations where substantial numbers of pedestrio.s
cross without any 'other traffic control device, at locations
physical conditions are such that added visibility of the crosswalk is
desired or at places,, ...where a pedestrian crosswalk migh,~ not be
~ Care should be taken to insure that crossw~lk~ with-diagOnal
or longitudinal lines used at some locations do not weaken or detract
from other crosswalks {where special emphasis m_srkinge are not used)
{fig. 3-14a). When an exclusive pedestrian phase signal, which permits
diagonal crossing, is installed at an intersection, a unique m~king may
be used for the crosswalk {fig. 3-15).
3B-19 Parking Space Markings
Parking space markings shall be white.
The marking of parking space limits on urban streets encourages
more orderly and efficient use of parking spaces where parking turnover
#O0°07'O~,'W 8L08'
NOO*OT'O~'W IO&O0'
ZO$ '
NOO*OT'O~"W IO&O0'
/
/
~,00'
NOO'O?'O.~'W IS4.00'
GRASS LANDING
NOO*O?'OS'W 114.00'
NO~
'7'05'W 108.00'
_li,S"
HEARTZ R
NOO*OT'O~,'W 108.00'
I
I
I
I
NO0oO?',05-
VII. Crosswalks:
Crosswalks are defined as white pavement marking lines
on city streets whose primary function is to control and
guide pedestrians and whose secondary purpose is to
identify pedestrian crossing areas to motorists.
The two white lines do not provide pedestrian protection
against approaching vehicles. The burden of safety is
upon the pedestrian to be alert and cautious when
crossing any street. A marked crosswalk can create a ~
false feeling of security to a pedestrian. THEREFORE,
CROSSWALKS SHOULD BE MARKED ONLY WHERE IT IS ABSOLUTELY
NECESSARY TO GUIDE AND CONTROL PEDESTRIAN MOVEMENTS.
Factors to be considered when studying a location for
crosswalk installations are as follows:
- Safe route to school
- Proximity to existing crosswalks
- Pedestrian volume
- Pedestrian character
- Vehicular speeds
- Type and width of street
- Geometric condition
In general, marked crosswalks have the following
disadvantages:
* Cause pedestrians to have a false sense of~
security, placing them in a hazardous position
with respect to vehicular traffic.
* Cause the pedestrian to think the motorist can and
will stop in all cases, even when it is impossible
to do so.
* Cause a greater number of rear-end and associated
collisions due to pedestrians not waiting for gaps
in traffic.
* Cause disrespect for all pedestrian regulations
and traffic contrOls~
Locations that will not be considered for school
crosswalk installations are:
1. Locations not on or along established school
routes;
VIII.
2. Crosswalks in residential areas across
residential streets removed from school
property. Except where 40 or more school
children cross in the A.M. or P.M. period;~and
3. Midblock locations not controlled by a traffic
control device.
Reduced School Speed Zones:
One important element in an effective safety program is
the establishment of reduced speed limits. Reduction in
speed is one of the major factors that contribute to the
driver's awareness of a school crossing and ability to
cope with some of the special hazards and complex
driving decisions that exist in most school areas.
School speed zones are of two types as noted below:
1. SCHOOL ZONES ADJACENT TO SCHOOL PROPERTY
School zones adjacent to a school are installed for
the protection of everyone using the facility. This
zone may include a crosswalk, but is set-up
primarily because of the general nature of activity
of the area which can include such things as
adjacent playground, excessive off street pick-up
and drop-offs, etc.
This type of zone will automatically be installed on
the street where this type of activity occurs for
school grades kindergarten (K) to eighth. However,
any crosswalks within the zone will be assessed and
evaluated. A typical adjacent school speed zone is
shown in Figure 2, Page 7 and a flow chart on
Page 9.
NOTE:
There are presently four active school zones
adjacent to school property, adjacent to the
following schools:
Pinkerton Elementary on Southwestern Blvd.
Austin Elementary on Moore Road
Lee Elementary on Samuel Boulevard
Intermediate School on Mockingbird Lane
The listed school zones are considered to be
adequate. Although warranted, the school zone
adjacent to Lee Elementary, which due to roadway
widening, needs to be studied.
and Streets
Local Roads and Streets
421
9ractical. This
,~uardrail, and
Speeds (mph) for Design Volumes of
Current Current
ADT Current Current ADT DHV
3~gpe of Under ADT ADT 400 and DHV DHV 400 and
Terrain 50 50-250 250-400 Over 100.200200-400 Over
Level 30 30 40 50 50 50 50
Rolling 20 30 30 40 40 40 40
Mountainous 20 20 20 30 30 30 30
evel of service
· s I and II. The
: future design
about 20 years
,m the current
:. The current
for the design
design speed
s. Low design
nt in rolling or
:. High design
:re other envi-
eds would be
:re a combina-
alues for min-
ff terrain. Ter-
Table V-1. Minimum design speeds.
K Valuea K Value'
Assumed Stopping for Crest for Sag
Design Speed for Sight Distance Vertical Vertical
Speed Condition (Rounded for Curves Curves
(mph) (mph) Design) (ft) (Rounded) (Rounded)
20 20-20 125-125 10-10 20-20
25 24-25 150-150 20-20 30-30
30 28-30 200-200 30-30 40-40
35 32-35 225-250 40-50 50-50
40 36-40 275-325 60-80 60-70
45 40-45 ~: 325-400 80-120 70-90
50 44-50 400475 110-160 90-110
55 48-55 450-550 150-220 100-130
60 52-60 525-650 190-310 120-160
should be as
race, both ver-
the height of
AK value is a coefficient by which the algebraic difference in grade may be multiplied
to determine the length in feet of the vertical curve which will provide minimum sight
distance. (See Chapter III for details.)
Table V-2. Minimum stopping sight distance (wet pavements).
136 AASHTO--,~-
Streets
ping sight distance, with greater than minimum distance being preferred.
Lengths of stopping sight distance vary with vehicle speed and are discussed
in detail at the beginning of this chapter.
Criteria for Measuring Sight Distance
Sight distance is the distance along a roadway that an object of specified
height is continuously visible to the driver. This distance is dependent on the
height of the driver's eye above the road surface, the specified object height
above the road surface, and the height of sight obstructions within the line of
sight.
Height of Driver's Eye
For sight distance calculations for passenger vehicles, the height of the
driver's eye is considered to be 3.50 ft above the road surface. This value is
based on studies (14, 15, 16, 17) which show that average vehicle heights
decreased since 1960 to 4.25 ft with a comparable decrease in average eye
heights to 3.50 ft. The average vehicle heights decreased 2.6 in. in this
period, which correlates well with the 2.1-in. reduction in average eye
heights. In the same time period the minimum height of eye decreased 2.5 in.
to 3.31 ft. Because of this significant change in the minimum eye heights, the
design eye height has been reduced from 3.75 ft to 3.50 ft. This change in eye
height has the effect of lengthening minimum crest vertical curves by approx-
imately 5 percent, thereby providing about 2.5 percent more sight distance.
Because of various factors that appear to place practical limits on any further
decreases in passenger car heights and the relatively small increases that fur-
ther change would mandate in lengths of vertical curves, 3.50 ft is considered
to be the height of driver's eye for measuring both stopping and passing sight
distances. For large trucks the driver eye height ranges from 6 to 8 ft with the
average height being 8 ft. Eight ft is assumed for design.
Height of Object
For stopping sight distance calculations, the height of object is considered
to be 6 in. above the road surface. For passing sight distance calculations, the
height of object is considered to be 4.25 ft above the road surface.
Stopping sight distance object. The object height of 6 in. was adopted for
stopping sight distance calculation purposes in 1965. The basis for its selec-
tion was largely an arbitrary rationalization of possible hazardous object size
Elements of Design
and a driver's ability t,
vehicles were the only
taillights, 1.5 to 2.0 1
however, would preclt
debris that are likely ti
6-in.-high object is rep'
ous condition and be p
reaching it. Using obje
calculations results in,
if the roadway surfac,
would have to be abou'.
height. The object hei~
struction costs becaus~
longer crest vertical ct
ceive a hazardous situ~
Passing sight dista
passing sight distanc
which had been used si
seen when passing an
body has been reduce,
height will be used fl
iated on this basis arc
the beams of the head
greater distance than i
Sight Obstructions
On tangents the of
road surface at some ~
obstruction that limiL,
some point on a crest
side of the traveled w:
slope, a tree, foliage,,
way construction plan
plane for sight distant
Measuring and Recc
The design of hot
tance and other criter
design of horizontal
DEPARTMENT OF ENGINEERING
To:
From:
Re:
Kent Collins, Graduate En~neer
Per Birdsall, Sign/Signal Technician~
Heartz Rd. Crosswalk Estimate
Date: July 14, 1999
The following is my estimate for materials and labor to install a crosswalk on
Heartz Rd with stop bars, cross bars, cross-hatching, and signs at or near it's
intersection of Vanbebber Rd. The estimate is for a crossing perpendicular to
the street.
24" prefomed thermoplastic material ~ 141.60/15', 144'
Concrete primer/sealer ~ 18.50/gal, 5 gallons
Propane fuel ~ 1.32/gal, 7 gallons
Warning signs ~ 73.46, 4 signs
Labor ~ 16.00/hr, 3 man crew, 10 hrs.
TOTAL
$1416.00
$ 92.50
$ 9.24
$ 293.84
$ 48o.oo
$2291.58
Propane and Labor costs can be affected by prevailing temperatures and
weather conditions at the t/me of installation.
Overall
Dimension (it)
Design Vehicle ~pe Symbol Height Width
Pauep.~er car P 4.25 ~'
Overhang
Length Front REAR WB~ WB2
19 3 5 I1
T
WB~
WB4
Single unit truck SU 13.5 8.5 30 4
Single unit bus BUS 13.5 8.5 40 7
Articulated bus A-BUS 10.5 8.5 60 8.5
Combination trucks
Intermediate semitrailer WB-40 13.5 8.5 50 4
Large semitrailer WB-50 13.5 8.5 55 3
"Double Bottom" semi- WB-60 13.5 8.5 65 2
trailer--full-trailer
Interstate Semitrailer WB-62* 13.5 8.5 69 3
Interstate Semitrailer WB-67** 13.5 8.5 74 3
Triple Semitrailer WB-96 13.5 8.5 102 2.5
Turnpike Double WB-114 13.5 8.5 118 2
Semitrailer
Recreation vehicle
Motor home MH 8 30 4
Car and camper trailer P/T 8 49 3
Car and boat trailer P/B 8 42 3
Motor Home and Boat Trailer MH/B 8 53 4
6
8
9.5
6
2
3
3
3
3.3
2
6
10
8
8
20
25
18
13
20
9.7
20
20
13.5
22
20
I1
!1
20
27
30
2O
40-42
45-47
20.7
40
18
15
21
4a
4b
3.3d
2¢
5
5
6
5.4b
6d
20.9
21.7
44
21.7
* = De. sign vehicle with 48' trailer as adopted in 19872 STAA
(Surface Transportation Assistance A~t)
** = Dnsign vehicle with 53' trailer as gtandfathcred in
1982 STAA (Surface 'R'ansportatlon Assistance Act)
a = Combined dimeslon 24, split is estimated.
b = Combined dimnslo~ 9.4, split is estimated.
c = Combined dimension 8, split is estimated,
d = Combined dime4~.sion 9.3, split is estimated.
WB~, WB2, WB~, WB,~ are effective vehicle wheelbases.
S is the distance from thc rear effective axle to thc hitch point.
T is thc distance from thc hitch point to the lead effective axle of thc following unit.
Table I1-1. Design vehicle dimensions.
Location:
Yeather:
~oooter:
QUALITY COUBrrs
HERTZ $ OF SAMMY LAXE CTT¥ OF C0PPELL
COOL lite:
3 File:
J629964
(ooae)
Hoe
Total 1-14 i5-19 26-24 25-29 39-34 35-39 49-44 45-49 55-54 55-59 65-64 65-69 79-99 Ay9
ffPH HPH ff~fl ffPH ffPH ffPH flPfl ffPH ffPH flPH ffPH ffP6 ffPfl
12:Afl 11 8 8 8 8 3 I 2 3 ! I 9 8 8 42
l:Og 6 I 6 9 i i I 2 6 6 9 8 6 8 31
2:88 O O 8 6 8 6 O 8 6 6 O 6 ! 6 6
3:66 2 6 8 6 1 6 6 i 6 6 9 6 6 6 34
4:66 { 6 1 6 6 1 2 6 I I 9 6 6 8 37
5:86 2 6 6 6 I 8 R 6 I O 6 8 O 6 37
~:86 9 6 9 8 2 4 I I I 6 9 9 6 6 34
7:68 45 i I 6 I 16 21 8 Z i 8 8 J O 36
8:88 19& J 1 g 8 25 74 67 17 3 O I 8 6 39
9:66 213 6 I 6 6 39 9! 48 26 & 2 6 ! 6 38
16:85 98 8 6 Z 6 17 43 22 6 2 8 8 8 6 37
11:56 65 e g I 7 io 19 21 4 I J 8 8 I 38
JZ:Pfl 121 6 8 2 7 32 48 22 { 4 6 O O 6 37
1:88 117 6 2 2 3 32 33 34 6 5 9 6 O 6 37
2:69 145 6 6 8 ? 22 77 28 8 ! 8 6 6 6 37
3:89 151 8 2 5 8 27 85 29 13 2 O 9 8 g 37
5:68 284 8 1 3 12 48 83 42 11 3 I 6 6 8 37
{:68 278 1 I 2 19 {9 128 49 8 I 6 8 6 8 36
7:69 284 6 6 2 18 48 79 35 7 3 6 8 8 9 37
8:65 141 6 I 6 16 42 56 26 4 2 6 6 8 8 35
9:69 118 6 8 6 14 36 47 ZI 5 6 I 6 9 8 36
19:66 76 8 8 i 4 22 32 8 3 6 6 8 6 8 36
Ih66 42 9 6 2 8 7 24 4 3 Z 6 6 6 6 37
Daily
Totals
Percent
of Total
2,468 3 13 23 143 527 1.913 497 137 48 8 1 8 I 37
6.5 1.8 5.9 21.9 42,i 26.65.8 1.7 8,3 8.8 8.8 8.8
Percentile S~eeds:
16 WPH Pace heed:
~ober in pace:
~ iff once :
Soee~ £]cee~ed
Perceotage :
Totals :
36.{ 31.7 37.4
1.548
{4.8
7.8 8.4 83
189 18 1
44.5
Locitioo: HERTZ $ OF SANST LAIE
Yeither: COOL
CouAter: ~
QUALITY COUHTS
CITY OF COPPELL
Site:
lite:
File:
1829764
[lone!
8eQia Total l-J4 15-I? 29-24 25-2? 39-34 35-3? 48-44 45-49 58-54 55-5?
Il:Afl 12 6 8 g 8 4 4 ! 2 ! 9 6 6 8 37
1:66 8 6 g 8 g 3 3 6 2 6 8 8 8 6 38
2:66 6 6 6 6 6 9 6 H 6 6 6 6 6 9 6
3:66 I g I 6 6 6 ! 8 6 9 8 6 O 6 37
4:66 2 6 6 6 8 I I 6 6 9 6 6 9 6 34
5:66 3 6 6 6 ! B 1 1 8 6 O 6 8 8 35
6:66 ? H 8 6 2 1 5 1 9 6 g 8 9 B 35
7:86 39 8 I I 3 ? 16 6 2 1 R 6 O O 36
8:98 216 6 1 9 12 51 73 47 16 2 6 6 8 6 37
9:66 I72 2 6 1 16 62 74 27 6 3 6 O 6 I 36
16:66 116 I 6 3 6 31 46 28 8 6 6 ! 6 8 36
ll:9l 81 g I I 8 Il 32 21 6 ] I 8 O I 37
12:Pti Il8 9 6 1 7 49 42 15
I:86 164 9 9 I 2 26 51
2:99 136 9 9 3 6 37 45 32 16 2 I 6 8 8 37
3:66 163 6 2 3 16 39 67
4:69 183 1 R 2 8 48 77 39 8 5 8 8 I 8 37
5:98 26? 2 2 2 I1 44 67 62 15 4 9 6 9 6 37
6:99 281 8 9 2 26 88 295 4] 25 4 8
7:66 247 8 I 25 56 96 52 26 6 l
8:66 243 3 4 33 82 8? 27 2 I I 8 8 8
?:69 212 1 I 11 44 199 44 8
16:96 l&5 9 I 2 2? 47 62 28 4 8 6 6 8 6 34
11:66 37 8 9 2 4 8 15
Daily 2,777
Totals
of Total
16 14 8i d~"? 826 934 417 IZi 38 4 3 i I 35
8.4 9.5 2.? 12.9 29.7 33.6 15.1 4.4 1.I 9.1 8.i 8.9 8.9
Percentile SI.ds:
18 HPH Pace Soeed:
Huaber ia Dice
~ ia pice
Speed Exceeded
Perceatqe
Tota2s
27.6 29.7 35.7
38 - 48
L769
45 IIPH 55 flPH 65 IIPH
5.8 9.3 9.1
168 ? 2
' TRANSPORTATION CODE
~,.~2.00~. F~DESTRIAN RIGHT-OF-WAY AT CROSSWALK. ................... 1~5
~552.004. P~DESTRIAN TO KEEP TO RIGHT ............................................ 185
,~552.005, CROSSING AT POINT OTHER THAN CROSSWALK. ................ 1~,
,~552.00B. USE OF SIDEWALK. ......................................... 1~5
.~552.007. SOUCITATION BY PEDESTRIANS .............................................
~552.008. DRIVERS TO EXERCISE DUE CARE ......................................... 165
~552.009. ORDINANCES RELATING TO PEDESTRIANS .........................
TRC §552.001. TRAFFIC CONTROL SIGNALS. (a) A
traffic control signal displaying green, red, and yellow
lights or lighted arrows applies to a pedestrian as pro-
vided by this section unless the pedestrian is otherwise di-
rected by a special pedestrian control signal.
(b) A pedestrian facing a green signal may proceed
across a roadway within a marked or unmarked crosswalk
unless the sole green signal is a turn arrow.
(c) A pedestrian facing a steady red signal alone or a
steady yellow signal may not enter a roadway.
TRC §552.002. PEDESTRIAN RIGHT-OF-WAY IF
CONTROL SIGNAL PRESENT. (a) A pedestrian control
signal displaying WValk," "Don't Walk," or "Wait" applies to
a pedestrian as provided by this section.
(b) A pedestrian facing a 'WValk" signal may proceed
across a roadway in the direction of the signal, and the
operator of a vehicle shall yield the right-of-way to the pe-
destrian.
(c) A pedestrian may not start to cross a roadway in the
direction of a "Don't Walk" signal or a "Wait" signal. A pe-
destrian who has partially crossed while the 'WValk" signal
is displayed shall proceed to a sidewalk or safety island
while the "Don't Walk" signal or WVait" signal is displayed.
TRC §552.003. PEDESTRIAN RIGHT-OF-WAY AT
CROSSWALK. (a) The operator of a vehicle shall yield
the right-of-way to a pedestrian crossing a roadway in a
crosswalk if:
(1) no traffic control signal is in place or in operation;
and
(2) the pedestrian is:
(A) on the half of the roadway in which the vehicle
is traveling; or
(B) approaching so closely from the opposite half
of the roadway as to be in danger.
(b) Notwithstanding Subsection (a), a pedestrian may
not suddenly leave a curb or other place of safety and
proceed into a crosswalk in the path of a vehicle so close
that it is impossible for the vehicle operator to yield.
(c) The operator of a vehicle approaching from the rear
of a vehicle that is stopped at a crosswalk to permit a pe-
destrian to cross a roadway may not pass the stopped ve-
hicle.
TRC §552.004. PEDESTRIAN TO KEEP TO RIGHT. A
pedestrian shall proceed on the right half of a crosswalk if
possible.
TRC §552.005. CROSSING AT POINT OTHER THAN
CROSSWALK. (a) A pedestrian shall yield the
right-of-way to a vehicle on the highway if crossing a road-
way at a place:
(1) other than in a marked crosswalk or in an
unmarked crosswalk at an intersection; or
(2) where a pedestrian tunnel or overhead pedestrian
crossing has been provided.
(b) Between adjacent intersections at which traffic con-
trol signals are in operation, a pedestrian may cross only in
a marked crosswalk.
TRC §553.002.
165
(c) A pedestrian may cross a roadway intersection diag-
onally only if and in the manner authorized by a traffic
control device.
TRC §552.006. USE OF SIDEWALK. (a) A pedestrian
may not walk along and on a roadway if an adjacent side-
walk is provided.
(b) If a sidewalk is not provided, a pedestrian walking
along and on a highway shall if possible walk on: (1) the left side of the roadway; or
(2) the shoulder of the highway facing oncoming
traffic.
(c) The operator of a vehicle emerging from or entering
an alley, building, or private road or driveway shall yield
the right-of-way to a pedestrian approaching on a side-
walk extending across the alley, building entrance or exit,
road, or driveway.
TRC §552.007. SOLICITATION BY PEDESTRIANS. (a)
A person may not stand in a roadway to solicit a ride, con-
tribution, employment, or business from an occupant of a
vehicle, except that a person may stand in a roadway to
solicit a charitable contribution if authorized to do so by
the local authority having jurisdiction over the roadway.
(b) A person may not stand on or near a highway to so-
licit the watching or guarding of a vehicle parked or to be
parked on the highway.
(c) In this section, "charitable contribution" means a
contribution to an organization defined as charitable by
the standards of the United States Internal Revenue Ser-
vice.
TRC §552.008. DRIVERS TO EXERCISE DUE CARE.
Notwithstanding another provision of this chapter, the op-
erator of a vehicle shall:
(1) exercise due care to avoid colliding with a pedes-
trian on a roadway;
(2) give warning by sounding the horn when
necessary; and
(3) exercise proper precaution on observing a child or
an obviously confused or incapacitated person on a road-
way.
TRC §552.009. ORDINANCES RELATING TO
PEDESTRIANS. A local authority may by ordinance:
(1) require pedestrians to comply strictly with the di-
rections of an official traffic control signal; and
(2) prohibit pedestrians from crossing a roadway in a
business district or a designated highway except in a
crosswalk.
TRC Ch. 553 ENACTMENT AND
ENFORCEMENT OF CERTAIN TRAFFIC
LAWS IN CERTAIN MUNICIPALITIES
~1553.001. APPUCABIUTY ........................................................................... 1~
~.~. ~F~ ~ ~ ~GNS IN MUNI~P~ ..................... 1~
~-~, I~U~ A~ U~-I~ ~ ~ ~N. 1~
TRC ~3.001. APPLICABIM~. This ~apter apples
onN to a munidpali~ with a ~pula~on of le~ ~an 2,~
in a ~un~ with a ~pula~on of 2~,~ or more.
TRC~553.002. T~FFIC SIGNALS OR SIGNS IN
MUNIClPAU~. (a) A munidpali~ may not ena~ an or-
dinan~ governing ~e er~ion or operati~ of a ~
signal or sign in the munidpali~ on a state highway
a -- Standard crosswalk marking.
b - Crosswalk marking with diagonal lines for added visibility.
NOTE: See Sec. 3B-15
for line dimensions
c -- Crosswalk marking with longitudinal lines for added visibility.
Fi~re 3 14
3~-~3
(Rev. No. 4)