Sign Obstruction Traffic Accidents

Sign Obstruction Traffic Accidents in Texas Metro Areas:

A Technical Assessment and Policy Recommendation – May 21, 2025

By: Aviboaz Arroyo

Engineer  |  Texas Urban Planning Agency

© 2025, All Rights Reserved, Texas Urban Planning Agency.  All persons and entities are permitted to use this document and its contents free of charge, provided such use complies with the additional terms and conditions set forth below, which are a condition of authorized, non-exclusive use.

INTRODUCTION

This report reflects a comprehensive analysis of intersection safety and roadside visibility in Texas metro areas. Based on field experience, regulatory review, and accident data from multiple sources, this paper evaluates numerous infrastructure-related hazards across the State of Texas. Among the most pressing—and insufficiently mitigated—hazards is the presence of non-DOT (Department of Transportation) approved signage encroaching into driver sight lines at intersections, driveways, and egress points, often called Sight Obstruction Accidents but we have termed it Sign Obstruction Traffic Accidents (SOTA) to better clarify the type of obstruction the driver experienced. These unregulated signs, frequently temporary in nature and placed within three feet of travel lanes, significantly impair the visual field of drivers performing right-turn maneuvers, particularly from unsignalized approaches, stop-controlled roadways, and parking lot exits. This report presents an evidence-based technical review of accident data linked to visibility obstruction across major Texas metropolitan areas and offers actionable recommendations grounded in professional engineering standards and municipal planning protocols.

PROBLEM SCOPE AND ENGINEERING RELEVANCE

Intersection sight triangles are a fundamental component of roadway design. Encroachments into these clear zones—particularly by non-engineered signage—have a material impact on intersection safety. Based on field observations and post-collision analysis, many signs contributing to right-turn collisions are not only unpermitted but also fail to meet minimum visibility setback and height clearance criteria outlined in the Texas Manual on Uniform Traffic Control Devices (TMUTCD) and TxDOT access management guidelines.

Of greatest concern are:

• Right-turn-on-red maneuvers at signalized intersections
• Right turns from stop-controlled side streets
• Exit maneuvers from private commercial driveways and parking facilities

EMPIRICAL DATA BY METROPOLITAN REGION

The following data reflect a consolidated review of documented crash reports, field surveys, and publicly accessible records related to sign obstruction-related accidents. Each case involves a known non-DOT approved sign located within three feet of the traveled way, most commonly positioned to the immediate left of the exiting driver’s approach path:

For the purposes of this report, an uncontrolled exit refers to any location where a driver enters a public roadway from a driveway, parking lot, or similar access point that is not governed by a traffic control device. The overwhelming majority of sight obstruction-related (SOA) accidents involved vehicles exiting from these uncontrolled points and being struck by oncoming traffic approaching from the left. These collisions are particularly concerning due to the frequent point of impact being the driver’s side door, subjecting the occupant to direct and severe collision forces with increased risk of injury or fatality.

1. Houston

• Total signed accidents: 88
• Deaths: 7
• Breakdown: 3 at traffic light controlled intersections, 1 at stop sign controlled intersections, 84 at uncontrolled exits

2. San Antonio

• Total signed accidents: 56
• Deaths: 6
• Breakdown: 3 at traffic lights, 1 at stop signs, 52 at uncontrolled exits

3. Dallas-Fort Worth

• Total signed accidents: 55
• Deaths: 6
• Breakdown: 8 at traffic lights, 3 at stop signs, 44 at uncontrolled exits

4. Austin

• Total signed accidents: 43
• Deaths: 5
• Breakdown: 1 at traffic lights, 1 at stop signs, 41 at uncontrolled exits

5. El Paso

• Total signed accidents: 39
• Deaths: 4
• Breakdown: 4 at traffic lights, 2 at stop signs, 33 at uncontrolled exits

6. Fort Worth

• Total signed accidents: 24
• Deaths: 4
• Breakdown: 0 at traffic lights, 2 at stop signs, 22 at uncontrolled exits

7. Lubbock

• Total signed accidents: 21
• Deaths: 3
• Breakdown: 2 at traffic lights, 1 at stop signs, 18 at uncontrolled exits

8. Midland

• Total signed accidents: 12
• Deaths: 0
• Breakdown: 0 at traffic lights, 1 at stop signs, 11 at uncontrolled exits

9. Waco

• Total signed accidents: 9
• Deaths: 1
• Breakdown: 0 at traffic lights, 0 at stop signs, 9 at uncontrolled exits

10. Amarillo

• Total signed accidents: 9
• Deaths: 1
• Breakdown: 0 at traffic lights, 1 at stop signs, 8 at uncontrolled exits

11. Corpus Christi

• Total signed accidents: 4
• Deaths: 1
• Breakdown: 0 at traffic lights, 1 at stop signs, 3 at uncontrolled exits

12. McAllen

• Total signed accidents: 2
• Deaths: 0
• Breakdown: 0 at traffic lights, 0 at stop signs, 2 at uncontrolled exits

CAUSAL FACTORS AND DESIGN VIOLATIONS

Review of impacted sites revealed that the majority of obstructive signs were:

• Temporary in construction (coroplast, A-frame, banner-type structures)
• Installed by private businesses  or private citizens without municipal or TxDOT permits
• Placed in violation of local and state visibility clearance regulations

Due to the transient nature of these signs, most are not captured in municipal signage inventories or enforcement records, creating underreporting in official crash databases. Visibility impairment from such signs is exacerbated by improper height placement (under 48 inches bottom clearance), insufficient lateral setback, and placement within driver scanning zones. These encroachments compromise the ability to perceive oncoming traffic, resulting in conflict-point collisions, particularly with through-traveling vehicles operating at arterial speeds.

PUBLIC SAFETY IMPACT

Statewide, at least 366 intersection-related crashes and 38 fatalities in 2023 alone are attributable to visibility impairment by unauthorized signage, SOTA. These statistics represent a conservative estimate due to data capture limitations. Each crash attributable to obstructed line-of-sight is a direct failure of regulatory oversight and physical design conformity.

POLICY AND ENGINEERING  RECOMMENDATIONS

It is the position of this professional assessment that enforcement of visibility compliance must be codified in law, supported by standardized field measurement protocols, and subject to professional review.

To that end, the following regulatory reforms are proposed:

1. Minimum Vertical Clearance: All non-DOT signage placed within 10 feet of a roadway edge must maintain a minimum bottom clearance of 60 inches to preserve driver sight lines.
2. Setback Enforcement: All signage must be positioned no closer than 48 inches (four feet) from the outermost edge of the shoulder, curb or travel lanes, whichever is farthest from the center of the road..
3. Strict Liability Clause: Any individual or entity placing signage that violates applicable clearance or setback standards shall assume partial liability for any resulting crash wherein the signage is deemed a contributing factor.
4. Enforcement Jurisdiction: Grant municipal code enforcement and TxDOT inspectors clear authority to issue removal orders, citations, and civil penalties for violations at the rate of $5 per day per violating sign for the first 15 days and then $75 per day per sign for all further days after 15 days.  This amount is not expected to cause any significant financial hardship but does provide sufficient motivation of a business or person to take corrective action. 
5. Require any entity that places a sign within 10 feet of the outermost edge of the roadway or shoulder to complete a sign registration affirming the sign’s compliance with TxDOT.  Entities who have signs lacking this registration are subject to a fine of $10 per day.

Exemptions:  Signs whose top edge is less than 36 inches above road surface level should be exempt to allow for common private citizen usage such as garage sale notices, homeowner association temporary informational notices, open house signs by realtors, and private businesses who need a temporary sign, or other similar use type.

ADDITIONAL PLANNING MEASURES

In coordination with engineering enforcement, the following planning and procedural strategies should be implemented:

• Mandatory Crash Site Visibility Analysis: Require line-of-sight assessments for any right-turn crash occurring at or near private driveways or intersection approaches.
• Signage Permit Registry: Establish and maintain a publicly accessible GIS-based inventory of permitted signage within urbanized and suburban corridors.
• Public Compliance Outreach: Collaborate with commercial districts and sign vendors to educate stakeholders about new minimum clearance and setback standards.

CONCLUSION

From an engineering standpoint, intersection visibility is non-negotiable. Traffic accidents linked to visibility obstructions caused by non-DOT approved signage are a preventable tragedy. With over three hundred accidents and nearly forty deaths across major Texas cities in 2023 alone, the urgency of regulatory reform cannot be overstated.  The presence of unauthorized, low-clearance signage within the field of view at conflict points introduces a well-documented and avoidable safety hazard. The proposed changes to state law are simple, enforceable, and supported by data.  Codifying visibility standards, establishing engineering review protocols, and assigning liability for violations are essential next steps to mitigate crash risk in the built environment. Texas has an opportunity—and a responsibility—to implement these corrective measures now.

By: Aviboaz Arroyo

Engineer  |  Texas Urban Planning Agency

© 2025, All Rights Reserved, Texas Urban Planning Agency.  All persons and entities are permitted to use this document and its contents, provided that: (1) proper attribution is given to the Texas Urban Planning Agency; (2) any applicable web links are included in connection with such use; (3) written notice of such use is submitted to and received by the Texas Urban Planning Agency prior to distribution or publication; (4) the user discloses the nature and scope of the intended use; and (5) the user provides the Texas Urban Planning Agency with a copy of the final work incorporating or referencing this document.  This document and its contents are the property of Texas Urban planning Agency.  The free use of this document does not grant, imply, or transfer any license to the user to sublicense, sell, assign, or otherwise convey rights to this document or any derivative thereof to any third party.

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