‘ARAHAN TEKNIK (JALAN ) 2D / 85 JABATAN KERIA RAYA MANUAL ON TRAFFIC CONTROL DEVICES ROAD MARKING & DELINEATION CAWANGAN JALAN IBU PEIABAT J.K.R. JALAN SULTAN SALAHUDDIN: 50582 KUALA LUMPUR HARGA RM 6. 00PREFACE The purpose of this manual is to establish uniformity in design and application of all traffic signs and control devices in Malaysia for the benefit of road users, road and traffic authorities, and manufacturers of traffic signs. This manual supersedes and forms part of the revised version of JKR/J(Rb) 0001/80, Manual On Traffic Devices ~ Traffic Signs. The manual is now divided into the following parts:- 1. Arahan Teknik (Jalan) 24/85 - Standard Traffic Signs. Standard traffic signs drawings for Regulatory, Warning and Guide signs are illustrated complete with dimensions. A colour chart for all the traffic signs indicates acceptable colours for each sign. 2. Arahan Teknik (Jalan) 2B/85 - Traffic Sign Applications. It consists of, with the exception of Temporary signs, design criteria and location requirements for all traffic signs. 3. Arahan Teknik (Jalan) 2C/85 - Temporary Signs and Work Zones Control. It consists of standard temporary signs drawings and their application in the work zones. 4, Arahan Teknik (Jalan) 2D/85 ~ Road Marking and Delineation. Standard road line paints, road markings and delineators are identified together with guides on their applications. The specifications in this manual are recommended to be used for new signs and for all replacements of existing signs which have outlived their usefulness.5.0 MANUAL ON TRAFFIC CONTROL DEVICES ROAD MARKING AND DELINEATION Contents General Principles 1 Materials Colours Types Of Markings 4.1 Longitudinal Lines oe eo OD 4.2 Transverse Lines 4.3 Other Markings 10 Post Mounted Delineators 13 Illustrations ( Fig. 1 ~ Fig. 29 ) 10 13 is1.0 la 1.2 1.3 14 1.5 General Principles Road markings and delineations are used to regulate traffic or to warn or guide road users. They may be used either alone or to supplement other traffic control devices. All road markings and delineation, like other traffic control devices should be uniform in design, position and application so that they may be recognised and understood immediately by all road users. Markings and delineators no longer applicable which may create confusion in the mind of the motorist shall be removed or obliterated as soon as practicable. Other markings and delineations required by road conditions or restrictions should be remove or obliterated when those conditions cease to exist or the restrictions are withdrawn. Markings which must be visible at night shall be reflectorised unless ambient allumination assures adequate visibility. All markings on highways shall be reflectorised. Even on well lighted town and streets it is generally desirable that markings which must be visible at night be reflectorised. In addition to reflectorised lines the use of road studs may be considered for roads with poor alignment or at dangerous situations, for eg. at important junctions and intersections. Pavement markings have definite limitations. They may not be clearly visible when wet, and may not be very durable when subjected to heavy traffic. Therefore they require frequent maintenance. Their effect on skid resistance requires care in the choice of aterials to be used. Finally they cannot be applied © unsealed roads. Materials Road pavements may be marked by one or more of the following materials:~ a) Paint b) Thermoplastics ©) Preformed tapes22 3.0 Paint (reflectorised and non-reflectorised) Only road line paints conforming to M.S. 164:1973, tested and approved by SIRIM shall be used. Paint is best used in situations and on roads where the markings are not subjected to heavy traffic wear. Thermoplastics (reflectorised and non-reflectorised) Thermoplastics used shall be of the hot-applied thermoplastics material conforming to B.S 3262 or the equivalence. This material is applied hot and sets on laying. It has good durability and is recommended to be used in heavily travelled urban areas and in main highways with high traffic densities. All road centre lines shall be in thermoplastics. Preformed tape Markings in this material take the form of plastic sheet attached to the carriageway surface by means of an adhesive. The markings must be patterned or embossed in order secure satisfactory resistance to skidding. It can be used as temporary markings because it can be removed easily even after an extended time period. Colours All pavement markings shall be white in colour. Yellow paint may be used at: a) Yellow boxes in the urban areas. b) kerb markings showing parking prohibitions covered by signs or ordinance. e) parking bays for taxis, buses and pedestrian crossings. cD) Yellow bars at approaches to roundabouts and crosswalks. The standard colour for yellow markings shall be colour No.356 B.S. 381 C.Types of Markings Pavement markings are divided into the following types:- i) Longitudinal lines ii) Transverse lines iii) Other markings Longitudinal Lines General A longitudinal line shall consists of either an unbroken or a broken line or a combination of both marked in the direction of travel. A broken line is used to separate moving vehicles where there is unrestricted visibility and may be crossed at the discretion of drivers. A single unbroken line is used where the crossing of the line is to be discouraged or is legally prohibited, e.g. edge and lane lines. Double unbroken lines or combinations of unbroken and broken lines are used where crossing of the lines is legally prohibited unless in the latter case where the broken line of the combination as viewed by a driver is to the left of the unbroken line. The dimensions of longitudinal lines are shown in Fig. 1. The thickness of the longitudinal lines should be 3 mm to 5 mm when applied by screeding and 1.0 mm to 1.5 mm when sprayed. Centre Line A centre line is used to designate the centre of the travelled part of a roadway carrying traffic in both directions. It need not be at the geometrical centre of the Pavement as in the case of a pavement-width transition where an extra uphill traffic lane is provided.4.1.2.1 4.1.2.2 4.1.2.3 Centre Lines on Rural Roads The centre line on a 2-lane rural road shall be a broken white line, 100 mm wide. The broken line shall consists of strokes of equal length separated by uniform gaps. The speed of vehicles on the section of road or in the area in question should be taken into account in determining the length of the strokes and of the gaps between them. The standard ratio of gap to stroke of 5 to 3 shall be used. On rural roads use a gap of 7.5m with a 4.5m stroke. However, on mountainous terrain or with short radius curves, use a 4.5m gap with 2.7m stroke. On 4-lane undivided rural roads, the centre line shall consists of two unbroken white lines, each 100 mm wide and separated by a space of 126 mn. Centre lines shall be provided on all paved 2-lane roadways (including bridges), 5.5m or more in width if traffic volume is in excess of 300 vehicles (A.A.D.T.) a day. On single lane bridges centre lines shall be discontinued 30m from each abutment. Centre Lines on Urban Streets The centre line on a 2-way urban street having 2 lanes shall be a broken white line, and 100mm wide. for the more busy city streets a continuous white line, 100mm wide, may be used where it is desirable to discourage crossing of the line. The centre lines on a undivided 2-way street with 4 or more lanes shall be a continuous double white lines, each 100mm wide and separated by a space of 125 mm. In urban areas, the length and spacing of the strokes should be less than those used for rural areas. ‘The strokes may be reduced to Im with 1.7m gaps. On certain main urban arteries where traffic moves fast, however, the characteristics of centre line markings may be the same as for rural areas. Lane lines are useful in organising traffic into its proper channels, thereby increasing the efficiency of the use of the roadway. They should therefore be used:- qa) on all rural highways with 4 or more lanes, in addition to the centre lines.4.1.2.4 4.1.2.5 (ii) at approaches to important intersections and crosswalks and in dangerous locations, both on rural highways and city streets. (iii) om one-way streets where maximum efficiency in the utilization of the roadway is desired. Lane Lines on Rural Roads They shall be broken white lines, 100mm wide with 4.5m strokes and 7.5m gap. An unbroken line may be used to accentuate the lane marking in critical areas and more clearly define the traffic lanes where it is advisable to discourage lane changing, in locations such as interchange areas where unnecessary lane changing is detrimental to smooth traffic flow. Lane Lines on Urban Street On city streets lane lines shall also be broken lines but a gap/stroke length of 1.7m and 1m is recommended. The unbroken line may also be used to discourage lane changing especially at interchange areas. Fig.2 shows general pavement markings in urban street. No passing zones marking No-passing zones shall be established at vertical and horizontal curves and elsewhere on 2-lane (or 3-lane) highways, where passing must be prohibited because of dangerously restricted sight distance or other hazardous conditions. See Fig. 3 No-passing zones shall be marked by a double continuous white line or a combination of continuous and broken lines as described in clause 4.1.1 No- Passing zone markings on road pavements shall be not less than 120m in length. If the actual no-passing distance is less than 120m, the additional length of marking shall be added at the beginning of the zone, unless the length of road with sight distance below the minimum required is less than 30m in length then no barrier lines are necessary. Where sucessive no- passing zones are less than 120m apart, the no-passing markings shall be extended to the two zones. The no-passing barrier lines should also be used on two-way roadways at pavement width transitions and on approaches to obstructions. It may also be used on approaches to intersections.4.1.3.1 Warrants for No-passing Zones at Curves A no-passing zone at a horizontal or vertical curve is warranted where the sight distance as defined below is less than the minimum necessary for safe passing at the prevailing speed of traffic. Sight distance on a vertical curve is the distance at which an object 1.2m above the pavement surface can just be seen from another point 1.2m above the pavement. Similarly the sight distance on a horizontal curve is taken as the distance measured along the centre line between two points 1.2m above the pavement on a line tangent to the embankment or other obstruction that cuts the view on the inside of the curve. A curve shall warrant a no-passing zone and shall be so marked where the sight distance is equal to or less than that listed below for the prevailing 85 persentile speed:- 85 percentible Min. Sight he) distance (m) 40 160 50 150 60 180 70 210 80 250 90 310 100 340 * 85 percentible speed is the speed below which 85% of the traffic travel, and above which 15% travel The beginning of a no-passing zone is that point at which the sight distance first become less than that specified in the above table. The end of the zone is that point at which the sight distance again becomes greater than the minimum specified Figures 4 and 5 shows the methods of establishing no overtaking zones on vertical curves.4.1.4 Warning arrows These warning arrows should only be applicable on rural roads. Drivers must be given warning of their approach to any arrangement of double lines by three arrows on the carriageway directing them towards the left hand side of the road. Approach warning arrows are usually positioned in the centre of the carriageway. The dimensions and spacings of the arrows is as shown in Fig. 6, Climbing Lanes Climbing lanes are provided at steep grades on roads carrying high traffic volumes containing a significant Proportion of heavy vehicles. The typical treatment of signs and pavement markings is given in Fig.7. An alternative system is as shown in Fig.8. Pavement Edge Lines Pavement edge lines should be 150 mm wide. Edge lines are used wherever it is desirable to discourage travel on road shoulders and to make driving safe and more comfortable, particularly at night, by providing a continuous guide for drivers. They also act as a guide past object which are close enough to the edge of the road pavement to constitute a hazard. The edge line of pavement with no marginal strip should be at least 150 mm from pavement edge. On divided roads where the median is not sufficiently delineated, pavement edge lines may be provided on the right hand edge of each pavement. Application of edge lines is as shown in Fig. 9 Continuity Lines A continuity line 200mm wide with lm strokes and 1m gaps may be used to indicate the edge of that portion of a carriageway assigned to through traffic, and where it is intended that the line be crossed by traffic turning at an intersection, or entering or leaving an auxiliary lane at its start or finish Examples of continuity lines used at ramp exits and entrances are shown in Fig.10.4.2 4.2.1 Pavement-Width Transitions A transition line should be provided to guide or deflect vehicles laterally at points which:- Ga) The width of the carriageway changes to a greater or lesser number of lanes. (ii) Traffic has to negotiate median, traffic islands, safety zones, or obstructions on the roadway. Pavement-width transition lines shall be 200mm wide. Transition lines may be single broken, single unbroken, or double lines in accordance with the situation. They shall be of standard design as for centre lines, lane lines or barrier lines. The required length of the transition line shall be determined by the following formula: qa) L = 0.15V x W to 0.30 x W for deverging or minor changes. (ai) L = 0.45V x W to 0.6V x W for merging areas. Use the higher value when traffic volume are high. where L. = Length of transition (m) v = 85 percentile speed (km.p.h.) W = Lateral offset (m) provided that the length of line shall be not less than 60m in rural areas and 30m in urban areas. Turn Line Turn line may be used within major or complex intersection to indicate the proper course to be followed by turning vehicles. They shall be broken lines 100mm wide with a stroke of 600mm and a gap of 600m. Transverse Lines General Transvere lines are marked across the road and are generally associated with intersection or junction controls, or traffic signals.4.2.3 Transvere lines should be wider than longitudinal lines because of the narrowing which results from the low angle at which they are viewed. They shall be of non-skid materials and shall protrude 5 mm above the level of the carriageway. Stop Lines This shall be unbroken line 300mm wide. They shall extend across .the traffic lanes approaching traffic signals or at STOP sign. It indicates the point behind which vehicles must stop when required. At STOP signs where visibility is restricted, the driver’s line of sight, the need for a pedestrian crossing and the clearance from traffic in the intersecting roadway should be considered when positioning the STOP line. STOP lines shall generally be either parallel to the line of the intersecting roadway, or at right angles to vehicles approaching the line. They shall ordinarily be placed 1.2m in advance of and parallel to the nearest crosswalk line. In the absence of a marked crosswalk, the stop line should be placed not more than 10m nor less than 1.2m for the nearest edge of intersecting roadway. Refer to Figures 11 and 12. If a stop line is used in conjunction with a Stop Sign, it should normally be placed in line with the stop line. However, if a Stop Sign cannot be located exactly where vehicles are expected to stop, the Stop Sign line should be placed at the Stopping point. Holding Lines or Give Way Lines These lines are marked across the mouth of an intersection when vehicles on the other arms of the intersection have the priority of way. The holding lines or give way lines are to supplement the give way sign. They should be placed not more than 10m nor less than 1.2m from the nearest edge of intersecting roadway. The width of these lines are to be 200mm and marked in a gap/stroke ratio of 300mm gap 300mm strip. The triangular give way marking can be used to supplement this give way line. Refer to Fig.13.4.3.2 4.3.2.1 4.3.2.2 Pedestrian Crossing Markings Pedestrian crossing (Zebra) Markings. This shall consist of a series of strips 600mm wide. The width of the crosswalk should be from 1.8 to 3.6m wide. The crossing shall normally be at right angles to the road centre line but it may be angle by not more than 30 degres where local circumstances require it. Crosswalk lines at intersections controlled by traffic signals or stop sign can also be of solid white lines of 150 mm wide 1.8 to 3.6m apart. See Pig.13 Other Markings Diagonal and Chevron Markings Wide diagonal markings as shown in Fig.14 may be applied to areas of pavement which are not intended for use by moving vehicles. They define splayed island approaches,or obstruction sealed shoulders, painted island and medians and areas separating exit ramps from the carriageway. An example is shown in Fig. 15. Message on Pavements General Words, numerals and symbols to convey guiding, warning or regulatory message to drivers. They should be elongated in the direction of traffic movement in order that they may be legible at the maximum ditance. Legibility distance is increased by enlarging the length of characters. Words and Numerals The length of letters and numerals should be not less than 2.4m in urban areas but on high-speed roads may need to be at least twice this length. The dimensional proportions of letters and numerals should be as shown in Fig. 16.A message should, if possible, be confined to one line. If the message consists of more than one word, the first word should be nearest to the approaching driver. On high speed roads the space between the lines should be at least four times the height of the character. For low speed, urban situations, the separation between lines may, if necessary, be from one-half to one times the character height. Refer to Fig. 17 and 18. Word messages for use on road pavements include the following: a) IKUT KIRT (ii) LORONG Lagu Gili) was (iv) SAgA ww) PERLAKAN (vi) KERETAPL Arrows Arrows are used to ensure correct lane usage at approaches to intersections, exit ramps and other control points. Pavement arrows as shown in Fig. 19 are elongated similarly to letters or numeral If any lane on the approach to an intersection is to be designated by means of arrows, at least three arrows should be placed in that lane to increase the probability of recognition. A spacing of 15 to 30m should be used between repeater arrows according to the size of the arrow, larger arrows being used for higher speed roads. Refer to Fig. 11. Approaches to Railway Crossing Markings Pavement markings consisting of a cross, the wording KERETAPI, a no-passing zone marking and stop lines shall be placed on all approaches to railroad crossings whether with or without gates. This is a means of attracting the attention of the driver to the proximity of a railway level crossing. Refer to Fig. 20. -.ll-4.3.7 4.3.8 Parking Space Limits The marking of parking space limits on streets encourages more orderly and efficient use of parking spaces, and tends to prevent encroachment on fire hydrant zones, bus stops, loading zones, approaches to corners, and Clearance spaces for islands. All lines for parking space shall be solid lines not less than 100mm wide nor more than 150mm wide. Angle parking is generally not desirable especially on narrow streets. Details of angle parking and parallel parking spaces is as shown in Fig. 21. An example of markings for bus stops is shown in Fig. 22. Paved-shoulder Markings Wherever paved-shoulder exist, they should be differentiated from the traffic lanes by a definite contrast in surface appearance, riding characteristics, and texture. The through traffic lanes and shoulder areas should be clearly defined at all times, particularly at night or in bad weather when visibility is poor. When the shoulder~pavement contrast is not sharp enough pavement edge line marking should be provided te indicate the edge of the traffic lane, in articular where the paved shoulder is not structurally adequate to carry all traffic. Care should be taken to ensure that the shoulder will not appear as another traffic lane to drivers, in which case diagonal line markings as shown in Fig. 23 may be warranted, Yellow Boxes These are painted at intersections to indicate a prohibition of parking or waiting. An example is as shown in Fig. 24. Kerb Markings Kerbs of medians and traffic island may be painted and reflectorised if added visibility is required. Kerbs which may be a hazard to through traffic may be painted in black and white segments not exceeding 1.5m in length. All kerbs so treated shall commence and finish with a white segment. White segments may be reflectorised. - 12 -Kerbs at openings in a continuous median island need not be marked unless individual study indicates the need for this type of marking. Transverse Yellow Bars at approaches to roundabouts and cross walks These markings consist of yellow thermoplastic lines 6 mm thick laid across the carriageway. The pattern of the transverse yellow bar markings for use on the approaches to roundabouts and cross walk is as illustrated in Fig. 25 and 26. The first bar shall be laid at a distance of 35 metres measured back along the centre line of the carriageway from the give-way line at the roundabout and from the stop line at the cross walk. Suécessive line shall then be spaced in accordance with the measurements given in the tables of Fig. 25 and 26. These markings were designed to influence a driver to slow down after a period of sustained speed which may be acquired by a driver travelling on a highway or high speed roads. Transverse yellow bars should not be used on curves. Post Mounted Delineators Pi delineators are effective aids for nightime driving. They are considered to be guide, markings rather than warning devices and should never be substituted for a proper warning sign. The purpose of delineators is to outline the edge of the roadway and to indicate the roadway alignment. Post delineators usually consist of reflector units (glass, plastic, or reflective sheets) mounted on suitable supports. Post mounted delineators are beneficial for horizontal curves over 5°. It should be pointed out that whilst installation of such delineators or markers will assist night driving, it may also encourage drivers to increase speed. Unless other safety features are correspondingly increased, such installation can give drivers a false sense of security. Measures should be taken to improve the superelevation of the road at the bend. - 13 -5.2 Materials and design Post delineators are simply reflector units mounted on suitable supports. Both the reflector units and the supports should be of types approved by J.K.R. The reflector units may be of the circular corner-cube prismatic lens type and shall be not less than 75 mm diameter. They can also be made of glass, plastic, or reflective sheetings. Reflective sheetings should be of rectangular shape 180mm x 50mm and should be of the high intensity retro-reflective material. These reflector units must be capable of clearly reflecting light under normal atmospheric conditions from a distance of 300 meters when illuminated by the upper beam of standard automobile lights. Timber posts should be of hardwood timber painted with stripes of black and orange. Detail of the delineator posts is as shown in Fig. 27. Colour and applications Delineators on curves shall be of silver or white colour placed on the left side of the road and shall be of red colour on the right side of the road, in the direction of travel. On the immediate approaches, in advance and beyond the curve, the delineators shall be of silver or white colour, used in pairs, one on each side of the road directly apposite each other. See Pig. 28. Red delineators are also to be used for delineation of roads through construction sites or temporary diversions where a higher degree of danger exists. They should be used sparingly to command respect an for it to be more effective. The recommended spacings shall be at 18m interval. General requirements of Post Mounted delineators The top of the post mounted delineator should be 1.2m above the ground level. The reflector unit should be 50mm from the top of the post. ohare5.3.4 Delineators should be placed at a constant distance from the edge of the roadway except that, where a guardrail or other obstructions intrudes into the space between the pavement edge and the extension of the line of delineators, the delineators should be in line with or inside the innermost edge of the obstruction. See Fig. 29. Spacing should be adjusted on approaches and throughout horizontal curves so that several delineators are always visible to the driver. Table 1 below shows a suggested spacing on curves. Table 1: Suggested Maximum Spacing for Road Delineators on Horizontal Curves Degree of Radius Spacing Curve (Degree: of Curve on Curve, S (metres) (metres) 114.6 15 6 38.2 45 9 28.6 60 1 22.9 75 12 14.3 125 17 11.5 150 20 9.5 180 21 215 23 240 25 275 26 5.7 300 27 - 15 -Spacing for specific radii not shown may be interpolated from the table. The minimum spacing should be 6m. The spacing of the first delineator approaching a curve is 28, the second 38 and the third 6S but not to exceed 90 m. This is as shown in Fig. 28. - 16 -(ii) iw) (i) (ii) (iii) (iv) W) WAN AREAS. Centre lines (a) (b (co Lone lines (a) (b) age lines Continuity tines Broken Unbroken — Multilane road ————————— toy tm pam Broken — — — Unbroken RURAL AREAS Centre lines (a) (b) lone lines (af (b) Ho passing zones, Edge line Continuity tine : —_—_——_— — = asm 15m 450 Straight road — _— 2m, 45m __, 23m Mountainous terrcin — — —_ ‘or short radivs curves. Asm 18m Sm Broken So — Unbroken —_——$—$————— (a) (b) FG.1_LONGITUDINAL LINES 00mm = 1000 en 100 me 000m = 100mm 1 10mm 200mm = 0mm = 100mm = 0mm =F 00mm tien inn tom 100mm 18mm 00 mm = 150mm + 200mmChevron Marking Pavement Message Lane Line Continuity Line FIG.2 PAVEMENT MARKING ON URBAN STREETS3NOZ SNISSVd-ON 404 SNIMUVA INSWIAVd = € “OI \ _— t Tir aun SEEEEEEEEEEEEEEEEEE Te) HOT |DIREC THON —_ a je ae is LAN —— onecrOn img “NO VERTAKING” LINES HAY OR MAY_NOT JOIN, “ft _——_MINMIM SIGHT Ite + ‘MINIMUM SIGHT DISTANCE PAVEMENT PROFILE — VERTICAL CURVE sobmn x 25 mm PEEPIOLE ee “LENGTH = MINIMUM SIT DISTANCE TARGET. FIG. 4 METHOD _OF ESTABLISHING _NO_OVERTAKING ZOKES ON VERTICAL CURVES. NM UPGRADE SIDE OF CURVE PROCEEDING IN DIRECTION GN THE SKETCH ‘s TARGET JUST DROP QUT OF A’s SIGHT, MARK THE POSITION OF A~ START END OF BARRIER LINE 2 WHEN OF BARWER LINE 1 ORECTION @ AND THE POSITION OF WN onEcriOn ® 2. WHEN B's TARGET AGAIN CONES INTO. A's SIGHT, MARK THE POSTION OF A~ENO_OF BARRIER LINE IN DIRECTION (B) AND THE POSITION OF 8 START OF BARRIER LINE IN DIRECTION ©) 4. THE CURVE 1S THEN SPOTTED OUT IM ACCORDANCE WiTH LOCAL PRACTICE200.mm iamn PROCEDUR! 1, START 1A ADVANCE OF THE CURVE ON THE PAVEMENT CENTRE LINE 2. WHEN A'S VIEW OF °B° IS OBSTRUCTED MARK THE POSITON OF'A’ START OF SARRIER LIKE IM DIRECTION CA) AMD THE POSITION OF B END OF BARRER LINE IN DIRECTION) 2. WHENA' CAN AGAIN. SEE "B’ MARK THE POSITION OF ‘%° EMD OF BARRIER LIME IN LINE ‘ameCTON (A) POSITOR OF "8° START OF BARRIER LINE IN DIRECTION 4. THE CURVE” IS THER SPOTTED OUT IN ACCOROANCE WITH LOCAL PRACTICE 0mm x 25 mm PEEPHOLE Ae LENGHT MINIMUM SIGHT DISTANCE TARGET FIG.S METHOD OF ESTABLISHING NO_OVERTAKING ZONES AT HORIZONTAL CURVESort ams SMOUEY SNINUVM 9 “S14 was 9007. 1. ww 00d 4 1 7 [ Jose + | 1 “Twugor! waiopt! fa Te 1 naa —— ae pe a Eta => —TEWDERAAN BERAT KUT LRG KR FIG.7 TYPICAL TREATMENT FOR CLIMBING LANESSeparation tine and edge tine ‘marking Jon approaches to, be |. Point where two Wrath T3W Is available or uphill traffic Ve 85 percentile speed Ckenp.0) We Lateral offset im? Merging Taper 0.45 VxW FIG.8 QVERTAKING LANES ON TWO LANE RURAL ROADS.INI1 3903 40 NONWINddY TWJidAl 69 ails TWHIDBWA = HL WRITS OVO TNIV OVE oF N17 3903, 30M “wUH 9gL TNIV OVO / hare 3NI7 3903 301M Wu gst aWi7 3003 301K “WW OS. WS0-W200 mm MINIMUM SOLIO HITE LINE ‘200mm coNTHUITY LIE CHEVRON MAREING oPTrONAL- PARALLEL DECELERATION LANE 200 mm MINIMUM SOLID WHITE LIKE — HEVRON MARKING OPTRA TAPERED DECELERATION LANE STANDARD_EXIT_RAMP_MARKINGS 200 mm MINIMIM SOLID WHITE. LINE / - - = -200.mm BROKEN WHITE LIME FOR ONE HALF LENGTH” OF FULL WIDTH ACCELERATION LANE PARALLEL ACCELERATION LANE 200 mm MINIM SOLID WHITE LINE E0GE OF TaROUGH LANE IMP LIME 1S EXTENSION OF RIGHT EOGE OF RAMP, AND 15 PARALLEL T LerT EOE: SOLID LIE MUST BE CARRIED, 10 WI 2m OF MOF RAM THROUGH LANE, OT ROE LINE SHOULD COME TO THE EEF THE THRONE TAPERED ACCELERATION LANE FIG.10 STANDARD ENTRANCE RAMP_MARKINGSPADESTRIAN CROSSING. LINE UNBROKEN LANE UNE 100 mm WIDTH LAME Manin 00mm WIDTH FIG.11 — USE_OF PEDESTRIAN aS STOP LINE AND LANE Mi1m HIN Om MAX, ive way line IVE WAY PAVEMENT MARKINGS FIG.12. PAVEMENT_MARKINGS AT GIVE WAY SIGNS (ALL OMENSIONS. ARE IN MILLIMETRESFIG. 13 ‘PEDESTRIAN CROSS-WALK 1800-3600 i st0e une =P 300 STOP LINE AND PEDESTRIAN CROSSING (SALE 1-200) 7H OF AREER “ e bo * aL 3 \ g af s TYPE A 7 Be EE —— oS 1800 - 3600 — 60° Min TYPE B PEDESTRIAN CROSSING MARKINGS {SCALE 12 00) ALL OIMENSIENS ARE IW MiLLIMETERSYs anecrion oF TRAP CROSS HATCHING [SCALE 1: 200 ) 5000 or adjust to suit at site 5 amma fe ‘RECTION OF TRAFFIC CHEVRON HATCHING DIVERGING TRAFFIC {SCALE 4:200) CHEVRON HATCHING FOR MERGING TRAFFIC aE i qoe hin {SCALE 1-200 ) FIG.14 CHEVRON MARKINGS FOR TRAFFIC ISLANDSNOILINY1SAO OJ ONDYVW HOVOUddY —SL'OIJ (Ww) yasyo yo.a] =H (Wd-wy) pasds ayquasied gg = 4 {w) vorysuoy yo wove) = 7 ‘soavo SuyBsew 10) AXA090 AKAGTO = 10 abuoya sou 20 Bul6saup 30) KX ADE OMEASIO = 7x height of letter or numeral required (mm) VOTE: The grid height X= Fig.16 PAVEMENT LETTERS ANO NUMERALSote: All dimensions ore in. mm FIG. 17 PAVEMENT WORD MARKINGNote: All dimensions in. mm FIG.18 PAVEMENT WORD MARKINGRURAL URBAN ROAD ROAD a 5000 300 b 35 1875 ¢ 185 125 4 3250) 1960 e 1395 5 1 35 165 4 0 200 h 3065 1835 i 1250 70 i 1180 590 k 25 5, t 720 ‘80 n 7000 600 a 1062.5 69.5 2 1250 160 4 50 co t 1625 5 s 7500 1500 FIG.19 NOTE: ALL OMENSIONS ARE HH PAVEMENT DIRECTION ARROWS (SCALE +50)NMIIVE ONISSOW) _13A37 IV SNIVEVW LNSW3AVd = (02915 Wn d01SSho 3NO MOi AVE = 3SVYOLS O31N3ON s0me70L sOnMSIO Ino SMAI sme MONT Ste _ SOVISIO ME SATA worn wou won Ow 0 307 i — wa waa + wT fT FIG. 22‘SMDVH BOINOHS OGAV Ez ‘Ola ¥. TVL30 art 9 a €K< YOVAL-FTOAD INSOVIOV HUM SMIdIHS 3903 INSW3A¥d ev uy Mt Woy = 7 VRRV HVE KC WDE = 1 aM aT aS yoval- 7049 40 wa —-] wun + 7 ww oof a a fee ae ee eee ie eee eee Sei Tenge) hv — za wont ion 4. 32>», 2 : T wav j] vow =m ava 30009 a0 wewarawe |FIG.25 Aacafty OF TRANSVERSE _BARS AT_ROUNDABOUT APPROACH DISTANCE FROM DI DISTANCE FROM D1 BAR HD (meters) a 50-35 0-00 53-55, 118 55-00 5.50 60.0 825 en 58 6-80 5 1.15 6-00 73.60 3-0 71.45 2.60 0-55 B55 10 BS 87.65 3.80 91.30 US 4.97 a0 8.65 40.90 2-40 8.95 4138FIG. 26 LOCATION OF TRANSVERSE BARS AT_CROSS_WALK ETAL A sum] |S 3 CROSS WALK DISTANCE FROM OT DISTANCE FROM DY (metres) (metces)100 00 Is Is 75 mm, REFLECTOR REFLECTIVE SHEETINGS PRISMATIC. LENS (PRISMATIC) —— — ORANGE - 4 g} 8 | nase - Fe METAL Fe Fe) ‘ORANGE g| BLACK GROUND LEVEL AQUNO LEVEL mE rot I : 14 1! 1 ry ! ' ty ty 14 ry | 1ot ' i: it al eet 1 | 11 eee | | ti ry I ! ee ie tt b-us6 to tot i av. Foorns to ot it 4 LI Lod wd FiG.27 _DETAILS OF POST _DELINEATORS (OIMENSIONS ARE —M_ MILLIMETRES)ats ‘So= SPACING OF DELINEATORS ON CURVE ‘We WHITE DELINEATORS. ft RED DeLmenRs QN HORIZONTAL CURVE FIG. 26 POSITION OF POST DELINEATORS xox xox tid DIRECTION OF TRAFFIC FLOW ae ot Ts 3SGUARORAILS DIRECTIONAL HAZARD 7] wenwens DELINEATORS. HOUNTED ABOVE (OR IMMEDIATELY BEHIND GUARORAILS / 06m- 1.8m (FROM EDGE OF ROADWAY) FIG. 29 TYPICAL _DELINEATOR INSTALLATION L_