Manual On Traffic Control Devices: Road Marking and Dileanation

Arahan Teknik (Jalan) 2D/85
Manual on Traffic Control Devices:

Road Marking and Dileanation
7.0m
5.0m
Roads Branch
Public Works Department Malaysia
Jalan Sultan Salahuddin
50582 Kuala Lumpur
FOR INTERNAL USE ONLY
Manual On Traffic Control Devices,

Road Marking & Delineation
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) 0001,180, Manual On
Traffic Devices - Traffic Signs. The manual is now divided into the following parts:
1. Arahan Teknik (Jalan) 2A/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.
Cawangan Jalan, Ibu Pejabat JKR, K.L
Page 1

MANUAL ON TRAFFIC CONTROL DEVICES

ROAD MARKING AND DELINEATION
Contents
Pg. No.
1.0 General Principles
2.0 Materials
3.0 Colours
4.0 Types Of Markings

4.1 Longitudinal Lines
4.2 Transverse Lines
4.3 Other Markings
3
3-9
9 - 10
10 - 13
5.0 Post Mounted Delineators
13 - 16
llustrations ( Fig. 1 - Fig. 29)
Page 2

Manual On Traffic Control Devices, Road

Marking & Delineation
1.0
General Principles
1.1 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.
1.2 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.
1.3 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.
1.4 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
markings which must be visible at night be
reflectorised.
1.5 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.
1.5 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 materials to be used. Finally they cannot be applied
to unsealed roads.
2.0
Materials
Road pavements may be marked by one or

more of the following materials:
a) Paint
b) Thermoplastics
c) Preformed tapes
2.1
Paint (reflectorised and nonreflectorised)
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.
2.2
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.
2.3
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.
3.0
Colours
All pavement markings shall be white in

colour. Yellow paint may be used at:
a) Yellow boxes in the urban areas.
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b) kerb markings showing parking prohibitions covered by signs or ordinance.

c) parking bays for taxis, buses and pedestrian crossings.
d) Yellow bars at approaches to round
abouts and crosswalks.

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 Centre Lines on Rural Roads

The standard colour for yellow markings shall
be colour No.356 B.S. 381 C.
4.0
Types of Markings
Pavement markings are divided into the following types:

i) Longitudinal lines
ii) Transverse lines
iii) Other markings
4.1 Longitudinal Lines
4.1.1 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
SC.reeding and 1.0 mm to 1.5 mm when
sprayed.
4.1.2
Centre Line
A centre line is used to designate the centre of

the travelled part of a roadway carrying traffic
in both directions.
The centre line on a 2-lane rural road shall be a

broken white line, 100mm 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
125 mm.
Centre lines shall be provided on all paved 2lane 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.
4.1.2.2 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 strokesshould be
less than those used for rural areas. The strokes
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may be reduced to lm 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.
4.1.2.3 Lane lines
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:
(i) on all rural highways with 4 or more lanes,
in addition to the centre lines.
(ii) at approaches to important intersections
and crosswalks and in dangerous locations,
both on rural highways and city streets.
(iii) on one-way streets where maximum efficiency in the utilization of the roadway is
desired.
4.1.2.4 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.
4.1.2.5
Lane Lines on Urban Street
On city streets lane lines shall also be broken

lines but a gap/stroke length of 1.7m and lm 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 shall be marked by a double
continuous white line or a combination of continuous and broken lines as described in clause
4.1.1 Nopassing 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 nopassing 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 Curve
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.
4.1.3 No passing zones marking

No-passing zones shall be established at vertical and horizontal curves and elsewhere on 2lane (or 3-lane) highways, where passing must
be prohibited because of dangerously restricted
sight distance or other hazardous conditions.
See Fig. 3.
Page 5

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 persentible
speed (km.p.h)
Min sight
distance (m)
40
50
60
70
80
90
100
110
150
150
180
210
250
310
340
370
*85percentible speed is the speed below which

85% of the traffic travel, and above which 15%
travel.
The biginning of no-passing zone is that point
at which the sight distance first become less
than 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 curve.
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.
4.1.5 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.

4.1.6 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
4.1.7 Continuity Lines
A continuity line 200mm wide with lm
strokes and lm 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.
4.1.8 Pavement-Width Transitions
A transition line should be provided to guide
or deflect vehicles laterally at points which:
(i) The width of the carriageway changes
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
Page 6

following formula:
(i)
(ii)
L = 0.15V x W to 0.30V x W
for deverging or minor changes.
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 percentilespeed(km.p.h.)
W = Lateral off$et (m)
provided that the length of line shall be
not less than 60m in rural areas and 30m
in urban areas.
4.1.9 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 600am and a gap of 600mm.
4.2
Transverse Lines
4.2.1 General
Transvere lines are marked across the road and
are generally associated with intersection or
junction controls, or traffic signals.
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.
4.2.2 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.
4.2.3 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.
4.2.4 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
Page 7
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 Fig.13
4.3
Other Markings
4.3.1 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
obstructions, sealed shoulders, painted island
and medians and areas separating exit ramps
from the carriageway. An example is shown in
Fig. 15.
4.3.2 Message on
4.3.2.1 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.

Refer to Fig. 17 and 18.

Word messages for use on road pavements
include the following:
(i) IKUT KIRI
(ii) LORONG LAJU
(iii) AWAS
(iv) SAJA
(v) PERLAHAN
(vi) KERETAPI
4.3.3 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 numerals.
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.
4.3.2.2 Words and Numerals

The length of letters and numerals should be
not less than 2.4m in urban areas but on highspeed 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.
Page 8
4.3.4 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.
4.3.5 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.
4.3.6 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 to indicate the edge of the
traffic lane, in particular 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.
4.3.7 Yellow Boxes
These are painted at intersections to indicate
a prohibition of parking or waiting.
An example is as shown in Fig. 24.

4.3.8 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.
Kerbs at openings in a continuous median
island need not be marked unless individual
study indicates the need for this type of marking.
4.3.9 Transverse Yellow Bars at
approaches to roundabouts and
cross walks
These markings consist of yellow thermoplastic
lines 5 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. Successive 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.
5.0
Post Mounted Delineators
Post 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
Page 9
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.
5.1 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.

The recommended spacings shall be at 18m
interval.
5.3 General requirements of Post
Mounted
5.3.1 The top of the post mounted delineator
should be 1.2m above the ground level.
5.3.2 The reflector unit should be 50mm from
the top of the post.
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.
5.3.4 Spacing should be adjusted on
approaches and throughout horizontal curves
so that several delineators are always visible to
the driverso that several delineators are always
visible to the driver. Table 1 below shows a
suggested spacing on curves.
Spacing for specific, radii not shown may be
interpolated from the table. The minimum
spacing should be 6 m. The spacing of the first
delineator approaching a curve is 2S, the second 3S and the third 6S but not to exceed 90
m. This is as shown in Fig.28.
5.2 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
Fig.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.
Page 10

Table 1 : Suggested Maximum Spacing for Road Delineators on Horizontal curve
Degree of Curve
(Degrees)
Radius of Curve
(Metres)
Spacing On Curve , S
(Metres)
114.6
38.2
28.6
22.9
19.1
14.3
11.5
9.5
8.2
7.2
6.4
5.7
15
45
60
75
90
125
150
180
215
240
275
300
6
9
11
12
15
17
20
21
23
25
26
27
FIG 1 : LONGITUDINAL LINES
Page 11

FIG : PAVEMENT MARKING ON URBAN STREET
Page 12

FIG 3 : PAVEMENT MARKING FOR NO-PASSING ZONES
FIG 4 : METHOD OF ESTABLISHING NO

OVERTAKING ZONES ON VERTICAL CURVE
Page 13

FIG 5 : METHOD OF ESTABLISING NO OVERTAKING

ZONES AT HORIZONTAL CURVE
Page 14
FIG 6 : WARNI0NG ARROWS

scale 1:40

Page 15

FIG 7 : TYPICAL TREATMENT FOR CLIMBING LANES
Page 16

FIG 8 : OVERTAKING LANES ON TWO LANES RURAL ROADS
Page 17

FIG 9 : TYPICAL APPLICATION ON EDGE LINE
Page 18

PARALLEL DECELERATION LANE
TAPERED DECELERATION LANE
PARALLEL ACCELERATION LANE
TAPERED ACCELERATION LANE
FIG 10 : STANDARD EXIT RAMP AND ENTRANCE RAMP MARKING MARKINGS

Page 19

FIG 11 : USE OF PEDESTRIAN CROSS, STOP LINE AND LANE MARKING
Page 20

PAVEMENT MARKING AT STOP SIGN
PAVEMENT MARKING AT GIVE WAY SIGNS

All dimension in milimetres
FIG 12
Page 21

STOP LINE AND PADESTRIAN CROSSING
TYPE A
TYPE B
FIG 13 : PADESTRIAN CROSSING MARKINGS

(SCALE 1:100)
ALL DIMENSIONS ARE IN MILIMETRES
Page 22

CROSS HATCHING
SCALE 1:200
CHEVRON HATCHING DIVERGING TRAFFIC

SCALE 1:200
CHEVRON HATCHING MERGING TRAFFIC

SCALE 1:200
FIG 14 : CHEVRON MARKINGS FOR TRAFFIC ISLANDS

Page 23

FIG 15 : APPROACH MARKING FOR OBSTRUCTION
Page 24

FIG 16 : PAVEMENT LETTER AND NUMERALS
Page 25

FIG 17 : PAVEMENT WORK MARKING
Page 26

FIG 18 : PAVEMENT ROAD MARKING
Page 27

FIG 19 : PAVEMENT DIRECTION ARROWS

(SCALE 1:50)
Page 28
FIG 20 : PAVEMENT MARKING AT RAILWAY

LEVEL CROSSING

Page 29

FIG 21 : DETAIL OF PARKING SPACE AT VARIOUS AREA

Note: All dimension are in metres
(Scale 1:200)
Page 30
INDENTED STORAGE BAY FOR TWO BUSES
INDENTED STORAGE BAY FOR ONE BUSES

FIG 22 : INDENTED BUS BAYS
Page 31
PAVEMENT EDGE STRIPING WITH ADJACENT CYCLE-TRACK
FIG 23 : PAVED SHOULDER MARKING

Page 32

FIG 24 : TYPICAL BOX JUNCTIONS WITH CRISS-CROSS

YELLOW LINES PAINTED ON PAVEMENT
Page 33

FIG 25 : LOCATION OF TRANSVERSE BARS AT

ROUNDABOUT APPROACH
Page 34

FIG 26 : LOCATION OF TRANSVERSE BARS AT

CROSS WALK
Page 35

FIG 27 : DETAILS OF POST DELINEATORS

(DIMENSION ARE IN MILIMETRES)
Page 36

FIG 28 : POSITION OF POST DELINEATORS

ON HORIZONTAL CURVE
Page 37

FIG 29 : TYPICAL DELINEATOR INSTALLATION
Page 38

Manual On Traffic Control Devices: Road Marking and Dileanation

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Manual On Traffic Control Devices: Road Marking and Dileanation

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Arahan Teknik (Jalan) 2D/85

Manual on Traffic Control Devices:

FOR INTERNAL USE ONLY

Manual On Traffic Control Devices,

Cawangan Jalan, Ibu Pejabat JKR, K.L

FOR INTERNAL USE ONLY

Manual On Traffic Control Devices,

MANUAL ON TRAFFIC CONTROL DEVICES

1.0 General Principles

4.0 Types Of Markings

5.0 Post Mounted Delineators

llustrations ( Fig. 1 - Fig. 29)

Cawangan Jalan, Ibu Pejabat JKR, K.L

Manual On Traffic Control Devices,

FOR INTERNAL USE ONLY

Manual On Traffic Control Devices, Road

1.1 Road markings and delineations are used

Cawangan Jalan, Ibu Pejabat JKR, K.L

Road pavements may be marked by one or

Paint (reflectorised and nonreflectorised)

Only road line paints conforming to M.S. 164:

Thermoplastics used shall be of the hot-applied

All pavement markings shall be white in

FOR INTERNAL USE ONLY

b) kerb markings showing parking prohibitions covered by signs or ordinance.

Manual On Traffic Control Devices,

4.1.2.1 Centre Lines on Rural Roads

Pavement markings are divided into the following types:

A centre line is used to designate the centre of

The centre line on a 2-lane rural road shall be a

FOR INTERNAL USE ONLY

Lane Lines on Urban Street

On city streets lane lines shall also be broken

Manual On Traffic Control Devices,

4.1.3 No passing zones marking

Cawangan Jalan, Ibu Pejabat JKR, K.L

Manual On Traffic Control Devices,

FOR INTERNAL USE ONLY

A curve shall warrant a no-passing zone

*85percentible speed is the speed below which

markings is given in Fig.7. An alternative system is as shown in Fig.8.

FOR INTERNAL USE ONLY

Manual On Traffic Control Devices,

where L = Length of transition (m)

4.2.2 Stop Lines

Cawangan Jalan, Ibu Pejabat JKR, K.L

FOR INTERNAL USE ONLY

be angle by not more than 30 degres where

Manual On Traffic Control Devices,

Refer to Fig. 17 and 18.

4.3.2.2 Words and Numerals

Cawangan Jalan, Ibu Pejabat JKR, K.L

FOR INTERNAL USE ONLY

4.3.4 Approaches to Railway

Cawangan Jalan, Ibu Pejabat JKR, K.L

Manual On Traffic Control Devices,

Post Mounted Delineators

Post delineators are effective aids for nightime

FOR INTERNAL USE ONLY

consist of reflector units (glass, plastic, or

Manual On Traffic Control Devices,

5.2 Colour and applications

Manual On Traffic Control Devices,