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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
Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

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 man-
ufacturers 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 replace-
ments of existing signs which have outlived their usefulness.

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

MANUAL ON TRAFFIC CONTROL DEVICES


ROAD MARKING AND DELINEATION

Contents Pg. No.

1.0 General Principles 1

2.0 Materials 2

3.0 Colours 2

4.0 Types Of Markings 3


4.1 Longitudinal Lines 3-9
4.2 Transverse Lines 9 - 10
4.3 Other Markings 10 - 13

5.0 Post Mounted Delineators 13 - 16

llustrations ( Fig. 1 - Fig. 29)

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

Manual On Traffic Control Devices, Road


Marking & Delineation

1.0 General Principles 2.0 Materials

1.1 Road markings and delineations are used Road pavements may be marked by one or
to regulate traffic or to warn or guide road more of the following materials:
users. They may be used either alone or to sup- a) Paint
plement other traffic control devices. b) Thermoplastics
c) Preformed tapes
1.2 All road markings and delineation, like
other traffic control devices should be uniform
in design, position and application so that they 2.1 Paint (reflectorised and non-
may be recognised and understood immediate- reflectorised)
ly by all road users.
Only road line paints conforming to M.S. 164:
1.3 Markings and delineators no longer appli- 1973, tested and approved by SIRIM shall be
cable which may create confusion in the mind used. Paint is best used in situations and on
of the motorist shall be removed or obliterated roads where the markings are not subjected to
as soon as practicable. Other markings and heavy traffic wear.
delineations required by road conditions or
restrictions should be remove or obliterated 2.2 Thermoplastics (reflectorised
when those conditions cease to exist or the and non-reflectorised)
restrictions are withdrawn.
Thermoplastics used shall be of the hot-applied
1.4 Markings which must be visible at night thermoplastics material conforming to B.S
shall be reflectorised unless ambient allumina- 3262 or the equivalence. This material is
tion assures adequate visibility. All markings on applied hot and sets on laying. It has good
highways shall be reflectorised. Even on well durability and is recommended to be used in
lighted town and streets it is generally desirable heavily travelled urban areas and in main high-
markings which must be visible at night be ways with high traffic densities. All road centre
reflectorised. lines shall be in thermoplastics.

1.5 In addition to reflectorised lines the use of 2.3 Preformed tape


road studs may be considered for roads with
poor alignment or at dangerous situations, for Markings in this material take the form of plas-
eg. at important junctions and intersections. tic sheet attached to the carriageway surface by
means of an adhesive. The markings must be
1.5 Pavement markings have definite limita- patterned or embossed in order secure satisfac-
tions. They may not be clearly visible when tory resistance to skidding. It can be used as
wet, and may not be very durable when sub- temporary markings because it can be removed
jected to heavy traffic. Therefore they require easily even after an extended time period.
frequent maintenance. Their effect on skid
resistance requires care in the choice of materi- 3.0 Colours
als to be used. Finally they cannot be applied
to unsealed roads. 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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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

b) kerb markings showing parking prohibi- It need not be at the geometrical centre of the
tions covered by signs or ordinance. pavement as in the case of a pavement- width
c) parking bays for taxis, buses and pedes- transition where an extra uphill traffic lane is
trian crossings. provided.
d) Yellow bars at approaches to round
abouts and crosswalks.
4.1.2.1 Centre Lines on Rural Roads
The standard colour for yellow markings shall
be colour No.356 B.S. 381 C. The centre line on a 2-lane rural road shall be a
broken white line, 100mm wide. The broken
4.0 Types of Markings line shall consists of strokes of equal length
separated by uniform gaps. The speed of vehi-
Pavement markings are divided into the follow- cles on the section of road or in the area in
ing types: question should be taken into account in deter-
i) Longitudinal lines mining the length of the strokes and of the gaps
ii) Transverse lines between them.
iii) Other markings
The standard ratio of gap to stroke of 5 to 3
4.1 Longitudinal Lines shall be used. On rural roads use a gap of 7.5m
4.1.1 General with a 4.5m stroke. However, on mountainous
terrain or with short radius curves, use a 4.5m
A longitudinal line shall consists of either an gap with 2.7m stroke.
unbroken or a broken line or a combination of
both marked in the direction of travel. On 4-lane undivided rural roads, the centre line
shall consists of two unbroken white lines, each
A broken line is used to separate moving vehi- 100 mm wide and separated by a space of
cles where there is unrestricted visibility and 125 mm.
may be crossed at the discretion of drivers.
Centre lines shall be provided on all paved 2-
A single unbroken line is used where the cross- lane roadways (including bridges), 5.5m or
ing of the line is to be discouraged or is legally more in width if traffic volume is in excess of
prohibited, e.g. edge and lane lines. Double 300 vehicles (A.A.D.T.) a day. On single lane
unbroken lines or combinations of unbroken bridges centre lines shall be discontinued 30m
and broken lines are used where crossing of the from each abutment.
lines is legally prohibited unless in the latter
case where the broken line of the combination 4.1.2.2 Centre Lines on Urban Streets
as viewed by a driver is to the left of the unbro-
ken line. The centre line on a 2-way urban street having
2 lanes shall be a broken white line, and
The dimensions of longitudinal lines are shown 100mm wide. For the more busy city streets a
in Fig. 1. The thickness of the longitudinal lines continuous white line, 100mm wide, may be
should be 3 mm to 5 mm when applied by used where it is desirable to discourage cross-
SC.reeding and 1.0 mm to 1.5 mm when ing of the line.
sprayed.
The centre lines on a undivided 2-way street
4.1.2 Centre Line with 4 or more lanes shall be a continuous
double white lines, each 100mm wide and sep-
A centre line is used to designate the centre of arated by a space of 125 mm. In urban areas,
the travelled part of a roadway carrying traffic the length and spacing of the strokesshould be
in both directions. less than those used for rural areas. The strokes

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

may be reduced to lm with 1.7m gaps. On cer- No-passing zones shall be marked by a double
tain main urban arteries where traffic moves continuous white line or a combination of con-
fast, however, the characteristics of centre line tinuous and broken lines as described in clause
markings may be the same as for rural areas. 4.1.1 Nopassing zone markings on road pave-
ments shall be not less than 120m in length. If
4.1.2.3 Lane lines the actual no-passing distance is less than
120m, the additional length of marking shall be
Lane lines are useful in organising traffic into added at the beginning of the zone, unless the
its proper channels,thereby increasing the effi- length of road with sight distance below the
ciency of the use of the roadway. They should minimum required is less than 30m in length
therefore be used: then no barrier lines are necessary.Where
sucessive nopassing zones are less than 120m
(i) on all rural highways with 4 or more lanes, apart, the no-passing markings shall be extend-
in addition to the centre lines. ed to the two zones.
(ii) at approaches to important intersections
and crosswalks and in dangerous locations, The no-passing barrier lines should also be
both on rural highways and city streets. used on two-way roadways at pavement width
(iii) on one-way streets where maximum effi- transitions and on approaches to obstructions. It
ciency in the utilization of the roadway is may also be used on approaches to intersec-
desired. tions.

4.1.2.4 Lane Lines on Rural Roads 4.1.3.1 Warrants for No-passing


Zones at Curve
They shall be broken white lines, 100mm wide
with 4.5m strokes and 7.5m gap. An unbroken A no-passing zone at a horizontal or vertical
line may be used to accentuate the lane mark- curve is warranted where the sight distance as
ing in critical areas and more clearly define the defined below is less than the minimum neces-
traffic lanes where it is advisable to discourage sary for safe passing at the prevailing speed of
lane changing, in locations such as interchange traffic. Sight distance on a vertical curve is the
areas where unnecessary lane changing is detri- distance at which an object 1.2m above the
mental to smooth traffic flow. pavement surface can just be seen from another
point 1.2m above the pavement. Similarly the
4.1.2.5 Lane Lines on Urban Street sight distance on a horizontal curve is taken as
the distance measured along the centre line
On city streets lane lines shall also be broken between two points 1.2m above the pavement
lines but a gap/stroke length of 1.7m and lm is on a line tangent to the embankment or other
recommended. The unbroken line may also be obstruction that cuts the view on the inside of
used to discourage lane changing especially at the curve.
interchange areas. Fig.2 shows general pave-
ment markings in urban street.

4.1.3 No passing zones marking

No-passing zones shall be established at verti-


cal 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.

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

markings is given in Fig.7. An alternative sys-


A curve shall warrant a no-passing zone tem is as shown in Fig.8.
and shall be so marked where the sight distance
is equal to or less than that listed below for the 4.1.6 Pavement Edge Lines
prevailing 85 persentile speed: Pavement edge lines should be 150 mm
wide. Edge lines are used wherever it is desir-
85 persentible Min sight able to discourage travel on road shoulders and
speed (km.p.h) distance (m) to make driving safe and more comfortable,
particularly at night, by providing a continuous
guide for drivers. They also act as a guide past
40 150 object which are close enough to the edge of
50 150 the road pavement to constitute a hazard. The
60 180 edge line of pavement with no marginal strip
70 210 should be at least 150 mm from pavement
80 250 edge.
90 310
On divided roads where the median is not suffi-
100 340 ciently delineated, pavement edge lines may be
110 370 provided on the right hand edge of each pave-
ment.
*85percentible speed is the speed below which
85% of the traffic travel, and above which 15% Application of edge lines is as shown in Fig. 9
travel.
4.1.7 Continuity Lines
The biginning of no-passing zone is that point A continuity line 200mm wide with lm
at which the sight distance first become less strokes and lm gaps may be used to indicate
than that point at which the sight distance the edge of that portion of a carriageway
again becomes greater than the minimum spec- assigned to through traffic, and where it is
ified. intended that the line be crossed by traffic turn-
ing at an intersection, or entering or leaving an
Figures 4 and 5 shows the methods of estab- auxiliary lane at its start or finish. Examples of
lishing no overtaking zones on vertical curve. continuity lines used at ramp exits and
entrances are shown in Fig.10.
4.1.4 Warning arrows
These warning arrows should only be appli- 4.1.8 Pavement-Width Transitions
cable on rural roads. Drivers must be given A transition line should be provided to guide
warning of their approach to any arrangement or deflect vehicles laterally at points which:
of double lines by three arrows on the carriage- (i) The width of the carriageway changes
way directing them towards the left hand side a greater or lesser number of lanes.
of the road. (ii) Traffic has to negotiate median, traffic
Approach warning arrows are usually islands, safety zones, or obstructions
positioned in the centre of the carriageway. The on the roadway.
dimensions and spacings of the arrows is as
shown in Fig. 6. Pavement-width transition lines shall be
200mm wide. Transition lines may be single
4.1.5 Climbing Lanes broken, single unbroken, or double lines in
Climbing lanes are provided at steep grades accordance with the situation. They shall be of
on roads carrying high traffic volumes contain- standard design as for centre lines, lane lines or
ing a significant proportion of heavy vehicles. barrier lines. The required length of the
The typical treatment of signs and pavement transition line shall be determined by the

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

following formula:
4.2.2 Stop Lines
(i) L = 0.15V x W to 0.30V x W This shall be unbroken line 300mm wide.
for deverging or minor changes. They shall extend across the traffic lanes
(ii) L = 0.45V x W to 0.6V x W approaching traffic signals or at STOP sign. It
for merging areas. Use the higher indicates the point behind which vehicles must
value when traffic volume are high. stop when required. At STOP signs where visi-
bility is restricted, the driver's line of sight, the
where L = Length of transition (m) need for a pedestrian crossing and the clearance
V = 85 percentilespeed(km.p.h.) from traffic in the intersecting roadway should
W = Lateral off$et (m) be considered when positioning the STOP line.
STOP lines shall generally be either parallel to
provided that the length of line shall be the line of the intersecting roadway, or at right
not less than 60m in rural areas and 30m angles to vehicles approaching the line. They
in urban areas. shall ordinarily be placed 1.2m in advance of
and parallel to the nearest crosswalk line. In the
4.1.9 Turn Line absence of a marked crosswalk, the stop line
Turn line may be used within major or com- should be placed not more than 10m nor less
plex intersection to indicate the proper course than 1.2m for the nearest edge of intersecting
to be followed by turning vehicles. roadway.
They shall be broken lines 100mm wide with a
stroke of 600am and a gap of 600mm. Refer to Figures 11 and 12.
If a stop line is used in conjunction with a Stop
4.2 Transverse Lines Sign, it should normally be placed in line with
the stop line. However, if a Stop Sign cannot be
4.2.1 General located exactly where vehicles are expected to
Transvere lines are marked across the road and stop, the Stop Sign line should be placed at the
are generally associated with intersection or Stopping point.
junction controls, or traffic signals.
4.2.3 Holding Lines or Give Way
Transvere lines should be wider than longitudi- Lines
nal lines because of the narrowing which These lines are marked across the mouth of an
results from the low angle at which they are intersection when vehicles on the other arms
viewed. of the intersection have the priority of way.
They shall be of non-skid materials and shall The holding lines or give way lines are to sup-
protrude 5 mm above the level of the carriage- plement the give way sign. They should be
way. 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

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

be angle by not more than 30 degres where


local circumstances require it. Refer to Fig. 17 and 18.

Crosswalk lines at intersections controlled by Word messages for use on road pavements
traffic signals or stop sign can also be of solid include the following:
white lines of 150 mm wide 1.8 to 3.6m apart. (i) IKUT KIRI
See Fig.13 (ii) LORONG LAJU
(iii) AWAS
4.3 Other Markings (iv) SAJA
4.3.1 Diagonal and Chevron (v) PERLAHAN
Markings (vi) KERETAPI
Wide diagonal markings as shown in Fig-14
may be applied to areas of pavement which are 4.3.3 Arrows
not intended for use by moving vehicles. Arrows are used to ensure correct lane usage
They define splayed island approaches,or at approaches to intersections, exit ramps and
obstructions, sealed shoulders, painted island other control points. Pavement arrows as
and medians and areas separating exit ramps shown in Fig. 19 are elongated similarly to let-
from the carriageway. An example is shown in ters or numerals.
Fig. 15. If any lane on the approach to an intersection
is to be designated by means of arrows, at least
4.3.2 Message on three arrows should be placed in that lane to
4.3.2.1 General increase the probability of recognition. A spac-
Words, numerals and symbols to convey guid- ing of 15 to 30m should be used between
ing, warning or regulatory message to drivers. repeater arrows according to the size of the
They should be elongated in the direction of arrow, larger arrows being used for higher
traffic movement in order that they may be leg- speed roads. Refer to Fig. 11.
ible at the maximum ditance. Legibility dis-
tance is increased by enlarging the length of
characters.

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 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.

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Manual On Traffic Control Devices,
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4.3.8 Kerb Markings


4.3.4 Approaches to Railway Kerbs of medians and traffic island may be
Crossing Markings painted and reflectorised if added visibility is
Pavement markings consisting of a cross, the required.
wording KERETAPI, a no-passing zone mark-
ing and stop lines shall be placed on all Kerbs which may be a hazard to through traffic
approaches to railroad crossings whether with may be painted in black and white segments
or without gates. This is a means of attracting not exceeding 1.5m in length. All kerbs so
the attention of the driver to the proximity of a treated shall commence and finish with a white
railway level crossing. segment. White segments may be reflec-
Refer to Fig. 20. torised.

4.3.5 Parking Space Limits Kerbs at openings in a continuous median


The marking of parking space limits on island need not be marked unless individual
streets encourages more orderly and efficient study indicates the need for this type of mark-
use of parking spaces, and tends to prevent ing.
encroachment on fire hydrant zones, bus stops,
loading zones, approaches to corners, and 4.3.9 Transverse Yellow Bars at
clearance spaces for islands. approaches to roundabouts and
All lines for parking space shall be solid lines cross walks
not less than 100mm wide nor more than
150mm wide. Angle parking is generally not These markings consist of yellow thermoplastic
desirable especially on narrow streets. Details lines 5 mm thick laid across the carriageway.
of angle parking and parallel . parking spaces is The pattern of the transverse yellow bar mark-
as shown in Fig. 21. An example of markings ings for use on the approaches to roundabouts
for bus stops is shown in Fig. 22. and cross walk is as illustrated in Fig. 25 and
26. The first bar shall be laid at a distance of 35
4.3.6 Paved-shoulder Markings metres measured back along the centre line of
Wherever paved-shoulder exist, they should the carriageway from the give-way line at the
be differentiated from the traffic lanes by a def- roundabout and from the stop line at the cross
inite contrast in surface appearance, riding walk. Successive line shall then be spaced in
characteristics, and texture. The through traffic accordance with the measurements given in the
lanes and shoulder areas should be clearly tables of Fig. 25 and 26.
defined at all times, particularly at night or in
bad weather when visibility is poor. These markings were designed to influence a
When the shoulder-pavement contrast is not driver to slow down after a period of sustained
sharp enough pavement edge line marking speed which may be acquired by a driver trav-
should be provided to indicate the edge of the elling on a highway or high speed roads.
traffic lane, in particular where the paved Transverse yellow bars should not be used on
shoulder is not structurally adequate to carry all curves.
traffic. Care should be taken to ensure that the
shoulder will not appear as another traffic lane 5.0 Post Mounted Delineators
to drivers, in which case diagonal line mark-
ings as shown in Fig. 23 may be warranted. Post delineators are effective aids for nightime
driving. They are considered to be guide,
4.3.7 Yellow Boxes markings rather than warning devices and
These are painted at intersections to indicate should never be substituted for a proper warn-
a prohibition of parking or waiting. ing sign. The purpose of delineators is to out-
An example is as shown in Fig. 24. line the edge of the roadway and to indicate the
roadway alignment. Post delineators usually

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

consist of reflector units (glass, plastic, or The recommended spacings shall be at 18m
reflective sheets) mounted on suitable supports. interval.
Post mounted delineators are beneficial for hor-
izontal curves over 5°. It should be pointed out 5.3 General requirements of Post
that whilst installation of such delineators or Mounted
markers will assist night driving, it may also 5.3.1 The top of the post mounted delineator
encourage drivers to increase speed. Unless should be 1.2m above the ground level.
other safety features are correspondingly
increased, such installation can give drivers a 5.3.2 The reflector unit should be 50mm from
false sense of security. Measures should be the top of the post.
taken to improve the superelevation of the road
at the bend. 5.3.4 Delineators should be placed at a con-
stant distance from the edge of the roadway
5.1 Materials and design except that, where a guardrail or other obstruc-
Post delineators are simply reflector units tions intrudes into the space between the pave-
mounted on suitable supports. Both the reflec- ment edge and the extension of the line of
tor units and the supports should be of types delineators, the delineators should be in line
approved by J.K.R. The reflector units may be with or inside the innermost edge of the
of the circular corner-cube prismatic lens type obstruction. See Fig. 29.
and shall be not less than 75 mm diameter.
They can also be made of glass, plastic, or 5.3.4 Spacing should be adjusted on
reflective sheetings. Reflective sheetings should approaches and throughout horizontal curves
be of rectangular shape 180mm x 50mm and so that several delineators are always visible to
should be of the high intensity retro-reflective the driverso that several delineators are always
material. visible to the driver. Table 1 below shows a
These reflector units must be capable of suggested spacing on curves.
clearly reflecting light under normal atmos-
pheric conditions from a distance of 300 meters Spacing for specific, radii not shown may be
when illuminated by the upper beam of stan- interpolated from the table. The minimum
dard automobile lights. Timber posts should be spacing should be 6 m. The spacing of the first
of hardwood timber painted with stripes of delineator approaching a curve is 2S, the sec-
black and orange. Detail of the delineator posts ond 3S and the third 6S but not to exceed 90
is as shown in Fig. 27. 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 delin-


eation 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.

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Manual On Traffic Control Devices,
Road Marking & Delineation
FOR INTERNAL USE ONLY

Table 1 : Suggested Maximum Spacing for Road Delineators on Horizontal curve

Degree of Curve Radius of Curve Spacing On Curve , S


(Degrees) (Metres) (Metres)
114.6 15 6
38.2 45 9
28.6 60 11
22.9 75 12
19.1 90 15
14.3 125 17
11.5 150 20
9.5 180 21
8.2 215 23
7.2 240 25
6.4 275 26
5.7 300 27

FIG 1 : LONGITUDINAL LINES

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Manual On Traffic Control Devices,
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FOR INTERNAL USE ONLY

FIG : PAVEMENT MARKING ON URBAN STREET

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Manual On Traffic Control Devices,
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FIG 3 : PAVEMENT MARKING FOR NO-PASSING ZONES

FIG 4 : METHOD OF ESTABLISHING NO


OVERTAKING ZONES ON VERTICAL CURVE

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Manual On Traffic Control Devices,
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FIG 5 : METHOD OF ESTABLISING NO OVERTAKING


ZONES AT HORIZONTAL CURVE

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Manual On Traffic Control Devices,
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FIG 6 : WARNI0NG ARROWS


scale 1:40

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Road Marking & Delineation
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FIG 7 : TYPICAL TREATMENT FOR CLIMBING LANES

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FIG 8 : OVERTAKING LANES ON TWO LANES RURAL ROADS

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FIG 9 : TYPICAL APPLICATION ON EDGE LINE

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PARALLEL DECELERATION LANE

TAPERED DECELERATION LANE

PARALLEL ACCELERATION LANE

TAPERED ACCELERATION LANE

FIG 10 : STANDARD EXIT RAMP AND ENTRANCE RAMP MARKING MARKINGS

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

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PAVEMENT MARKING AT STOP SIGN

PAVEMENT MARKING AT GIVE WAY SIGNS


All dimension in milimetres
FIG 12

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STOP LINE AND PADESTRIAN CROSSING

TYPE A

TYPE B

FIG 13 : PADESTRIAN CROSSING MARKINGS


(SCALE 1:100)
ALL DIMENSIONS ARE IN MILIMETRES

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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

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FIG 15 : APPROACH MARKING FOR OBSTRUCTION

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FIG 16 : PAVEMENT LETTER AND NUMERALS

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FIG 17 : PAVEMENT WORK MARKING

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FIG 18 : PAVEMENT ROAD MARKING

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FIG 19 : PAVEMENT DIRECTION ARROWS


(SCALE 1:50)

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FIG 20 : PAVEMENT MARKING AT RAILWAY


LEVEL CROSSING

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FIG 21 : DETAIL OF PARKING SPACE AT VARIOUS AREA


Note: All dimension are in metres
(Scale 1:200)

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INDENTED STORAGE BAY FOR TWO BUSES

INDENTED STORAGE BAY FOR ONE BUSES

FIG 22 : INDENTED BUS BAYS

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PAVEMENT EDGE STRIPING WITH ADJACENT CYCLE-TRACK

FIG 23 : PAVED SHOULDER MARKING

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FIG 24 : TYPICAL BOX JUNCTIONS WITH CRISS-CROSS


YELLOW LINES PAINTED ON PAVEMENT

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FIG 25 : LOCATION OF TRANSVERSE BARS AT


ROUNDABOUT APPROACH

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FIG 26 : LOCATION OF TRANSVERSE BARS AT


CROSS WALK

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FIG 27 : DETAILS OF POST DELINEATORS


(DIMENSION ARE IN MILIMETRES)

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FIG 28 : POSITION OF POST DELINEATORS


ON HORIZONTAL CURVE

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FIG 29 : TYPICAL DELINEATOR INSTALLATION

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