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dozen. In federal transportation jargon such breakaway posts are called “crashworthy.”
And in the beginning, the wedges holding up the posts were works of art - thin delicate things, neatly arranged and tapped into place. But as the signs were whacked down, the hole got bigger. Wedges became heavy-duty, practical things, mashed down by repeated hammer blows.
The last gasp was the “Hail Mary" of stop signs. VDOT installed a square perforatedsteel tube, with a yellow “popup” flexi-post on the roadway out beyond the sign. They assumed drivers would go around or over the flexi-post, leaving plenty of clearance for the stop sign. This was a short-lived experiment, as VDOT decided there was a better solution: clear the intersection entirely and place a 48” stop sign on the edge of the road.
One can wax nostalgic about, the passing of the Sperryville stop sign. It carried with it a great historical heritage, he stop sign, as we know it, first appeared in Detroit in 1915. A little later, in the interests of standardization, the Automobile Club of Michigan furnished two-foot by four-foot octagonal “coffin shaped” stop signs to the city. Nothing subtle about Detroit.
In the 1930s and 1940s,
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