Volume 2

Part 6
Road Markings
 VOLUME 2 PART 6  
ROAD MARKINGS 

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Copyright © 2015. All rights reserved.  
   

VOLUME 2   
 
‫‪VOLUME 2 PART 6 ‬‬
‫‪ROAD MARKINGS ‬‬

‫تنويه‬

‫قامت وزارة املواصالت ي دولة قطر بتوف ﺮ دليل تصميم الطرق لدولة قطر )‪ (Qatar Highway Design Manual ‐ QHDM‬ودليل‬
‫قطر للتحكم املروري )‪ (Qatar Traffic Control Manual ‐ QTCM‬ع ى شبكة اإلن ﺮنت وكنسخ مطبوعة باعتبارها اإلصدار رقم‬
‫)‪ (1.0‬من هذﻩ األدلة‪ ‬وذلك دون ادنى مسؤولية ع ى وزارة املواصالت‪.‬‬
‫ُ‬
‫يجب التأكيد ع ى إن وزارة املواصالت‪ ،‬وتحت أي ظرف من الظروف‪ ،‬ال تج أو تتعهد أو تصادق ع ى أن تكون املعلومات املتضمنة ي هذين‬
‫الدليل ن خالية من أي نوع من األخطاء أو العيوب‪.‬‬

‫إن استخدام هذﻩ األدلة ألي عمل ال يعفي املستخدم من إتباع العناية الواجبة أو الفائقة واملمارسة الهندسية السليمة‪ ،‬كما أنه ال يخول‬
‫ُ‬
‫للمستخدم املطالبة أو استالم أي نوع من التعويض عن األضرار أو الخسائر ال يمكن أن تعزى إ ى هذا االستخدام‪.‬‬

‫سوف تكون أي تغي ﺮات او تعديالت متاحة ومتوفرة ع ى موقع اإلن ﺮنت الخاص بالوزارة‪ .‬ويتوجب ع ى املستخدم ن التحقق بشكل متواصل بأن‬
‫لد م أحدث إصدار من هذﻩ األدلة‪.‬‬

‫مالحظة‪ :‬ستقوم وزارة املواصالت بمواصلة تحديث وتعديل ِكال الدليل ن مع األخذ بع ن االعتبار االكتشافات الجديدة والتكنولوجيات الحديثة‬
‫ُ‬
‫واملواضيع املستجدة ال تتعلق بتخطيط وتصميم وتشغيل وصيانة النقل والطرق واملرور‪.‬‬
‫ُ‬
‫إن الوزارة تشجع املستخدم ن‪ ‬ع ى تقديم املالحظات واالق ﺮاحات والتعليقات وردود األفعال‪ ،‬خالل سنة من اصدار ِكال الدليل ن‪ ،‬وذلك من‬
‫خالل موقع الوزارة حيث سوف يتم مراجعة هذﻩ املالحظات واالق ﺮاحات ومن ثم تقييمها وإدراجها ضمن اإلصدار القادم من األدلة‪  .‬‬

‫‪ ‬‬
‫‪ ‬‬
‫‪ ‬‬

‫‪ ‬‬ ‫‪VOLUME 2 ‬‬
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 VOLUME 2 PART 6
ROAD MARKINGS

Contents Page

Acronyms and Abbreviations ................................................................................................... xi

1 General Road Markings ...................................................................................................1

1.1 General ........................................................................................................................ 1
1.1.1 Introduction ................................................................................................. 1
1.2 Visibility of Road Markings .......................................................................................... 2
1.2.1 Removal of Road Markings .......................................................................... 3
1.2.2 Legal Issues ................................................................................................... 3
1.2.3 Prescribed Markings and Raised Pavement Markers................................... 3
1.2.4 Placing of Road Markings and Raised Pavement Markers ........................... 3
1.2.5 Illumination and Dimensions ....................................................................... 4
1.2.6 Color ............................................................................................................. 4
1.2.7 Dimensions ................................................................................................... 4

2 Longitudinal Markings ....................................................................................................5

2.1 Lane Lines .................................................................................................................... 7
2.2 Warning Lines .............................................................................................................. 8
2.3 Prohibitory Line ......................................................................................................... 10
2.4 Edge of Roadway Markings ....................................................................................... 11
2.5 Raised Profile Edge Lines ........................................................................................... 13
2.6 Hatched Markings ...................................................................................................... 15
2.7 Chevron Markings ...................................................................................................... 17
2.8 No Overtaking/ No Passing ........................................................................................ 18
2.9 Raised Pavement Markers ......................................................................................... 21
2.9.1 Reflecting Raised Pavement Markers ........................................................ 21
2.10 Placement of Raised Pavement Markers................................................................... 23
2.11 Parking Bays ............................................................................................................... 24
2.11.1 Bay markings .............................................................................................. 24
2.11.2 Disabled Parking Bay Symbol ..................................................................... 29
2.12 Curb Markings at Intersections ................................................................................. 29

3 Intersection and Interchange Markings .........................................................................31

3.1 Intersections .............................................................................................................. 31
3.1.1 Intersection STOP Lines .............................................................................. 32
3.1.2 STOP Symbol Marking ................................................................................ 33
3.1.3 GIVE WAY/ Yield Lines ................................................................................ 33
3.1.4 GIVE WAY Markings at Roundabouts ......................................................... 35
3.1.5 GIVE WAY Triangles .................................................................................... 35
3.1.6 U-turns ....................................................................................................... 36
3.1.7 Roundabout Circulatory Markings ............................................................. 37
3.1.8 Yellow Transverse Bar Markings ................................................................ 47

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3.1.9 Box Marking ................................................................................................ 50

3.1.10 STOP Lines at Signals .................................................................................. 53
3.1.11 Lines through Intersections ........................................................................ 55
3.1.12 Rural Intersection Layouts .......................................................................... 55
3.2 Auxiliary Lanes ........................................................................................................... 58
3.2.1 Provision of Auxiliary Turn Lanes ............................................................... 58
3.2.2 Diverging and Merging Auxiliary Lanes at Priority Intersections ............... 60
3.2.3 Dedicated Right-Turn Lanes at Traffic Signals ............................................ 62
3.2.4 Dedicated Right-Turn Lanes at Roundabouts ............................................. 64
3.2.5 Turnout Lanes ............................................................................................. 67
3.3 Interchanges .............................................................................................................. 70
3.3.1 Merging/Diverging Slip Ramps ................................................................... 70
3.3.2 Lane Gains .................................................................................................. 73
3.3.3 Lane Drops .................................................................................................. 77
3.4 Expressway Intersections........................................................................................... 80
3.4.1 Typical Rural Intersection ........................................................................... 80
3.4.2 Typical Urban Cross Roadway with Ramp Treatment ................................ 81
3.4.3 Trap Lanes at Expressway Exits .................................................................. 82

4 User-Specific Markings ................................................................................................. 85

4.1 Toll Lanes ................................................................................................................... 85
4.1.1 Worded Legend .......................................................................................... 86
4.1.2 Longitudinal Markings ................................................................................ 87
4.1.3 Markings for Toll Plazas .............................................................................. 93
4.2 Pedestrian Paths and Facilities and Animal Crossings ............................................... 94
4.2.1 Signalized Crossings .................................................................................... 94
4.2.2 Zebra Markings ........................................................................................... 95
4.2.3 Zigzag Markings .......................................................................................... 96
4.2.4 Camel Crossing ........................................................................................... 99
4.3 Bike Paths and Facilities ............................................................................................. 99
4.3.1 Bike Path and Sidewalk Provisions ........................................................... 100
4.3.2 Shared Path .............................................................................................. 104
4.3.3 Separated Paths........................................................................................ 106
4.3.4 Exclusive Bike Paths .................................................................................. 107
4.3.5 Bike Paths Crossing Roadways ................................................................. 108
4.3.6 Signalized Bicyclist Crossing Facilities....................................................... 109
4.4 Bus Lanes and Facilities............................................................................................ 112
4.4.1 With-Flow Bus Lanes ................................................................................ 113
4.4.2 Bus Only Roadways .................................................................................. 118
4.4.3 Bus Stop Markings .................................................................................... 118
4.5 High Occupancy Vehicle Lanes................................................................................. 121
4.6 Truck Lanes .............................................................................................................. 123
4.7 Tram Lanes and LRT, Crossings, and Facilities ......................................................... 123

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4.7.1 Integrated Tramways ............................................................................... 124

4.7.2 Off-Roadway Tramways ........................................................................... 126
4.7.3 Tram Stops ............................................................................................... 128
4.8 Railways and Metro Lines, Crossings, and Facilities ................................................ 128
4.8.1 Level Crossings/ Railroad Crossings ......................................................... 129
4.8.2 Longitudinal Road Markings ..................................................................... 133
4.8.3 Yellow Box Markings ................................................................................ 134
4.8.4 Worded Text on the Roadway ................................................................. 136

5 Channelization ............................................................................................................ 137

5.1 Channelization Lines ................................................................................................ 139
5.2 Tubular Channelization Device ................................................................................ 139
5.3 Lane Arrows ............................................................................................................. 140
5.4 Mandatory Turns ..................................................................................................... 141
5.5 Bifurcation Arrows ................................................................................................... 141
5.6 Deflection / Warning Arrows ................................................................................... 142

6 Delineators ................................................................................................................. 147

6.1 Design ...................................................................................................................... 147
6.2 Application ............................................................................................................... 148
6.3 Placement and Spacing ............................................................................................ 148

7 Local Area Traffic Management .................................................................................. 153

7.1 Roundels on the Roadway ....................................................................................... 153
7.2 Speed Humps ........................................................................................................... 154
7.3 Build-Outs ................................................................................................................ 157
7.4 Chicanes and Pinch Points ....................................................................................... 158
7.5 Gateways ................................................................................................................. 159
7.5.1 Urban Gateways ....................................................................................... 159
7.5.2 Rural Threshold Treatment ...................................................................... 160
7.6 Worded Marking...................................................................................................... 162
7.7 Speed Measurement Markings for the Police ......................................................... 163

8 School Areas/Zones .................................................................................................... 165

8.1 School Keep Clear Marking ...................................................................................... 165
8.2 School Area Entry Marking ...................................................................................... 166

9 Colored Roadways ...................................................................................................... 167

9.1 Colored Surfacing .................................................................................................... 167

10 Islands ........................................................................................................................ 169

10.1 Types of Markings .................................................................................................... 169
10.1.1 Warning Lines ........................................................................................... 169
10.1.2 Hatched Markings .................................................................................... 169
10.1.3 Chevron Markings .................................................................................... 169

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10.2 Taper Lengths .......................................................................................................... 171

10.3 Succession of Islands................................................................................................ 171
10.4 Painted Islands ......................................................................................................... 172

11 Rumble Strip Markings ............................................................................................... 175

11.1 Transverse Rumble Strips ........................................................................................ 175

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Tables

Table 2.1 Size Identifier for Longitudinal Markings ............................................................ 5

Table 2.2 Longitudinal Markings - Marking Numbering with Size Identifier ...................... 5
Table 2.3 Modules of Warning Marking at Intersections ................................................... 9
Table 2.4 Visibility Criteria for Warning Marking ................................................................ 9
Table 2.5 Details for Raised Profile Edge Markings .......................................................... 13
Table 3.1 Intersection Markings - Marking Numbering .................................................... 31
Table 3.2 Spacing of Bars on Main Roadway .................................................................... 49
Table 3.3 Spacing of Bars on Slip Ramps ........................................................................... 50
Table 3.4 Minimum Auxiliary Lane Lengths on Diverge at Intersections .......................... 60
Table 3.5 Minimum Auxiliary Lane Lengths on Merge at Intersections ........................... 61
Table 3.6 Visibility Distance for Turnout Lanes ................................................................. 68
Table 3.7 Interchange Merge Markings ............................................................................ 70
Table 3.8 Interchange Diverge Markings .......................................................................... 70
Table 4.1 Size Identifier for Toll Lanes .............................................................................. 85
Table 4.2 Toll Lane Markings - Marking Numbering with Size Identifier .......................... 85
Table 4.3 Toll Lanes Longitudinal Road Markings ............................................................. 88
Table 4.4 Pedestrian Markings - Marking Numbering ...................................................... 94
Table 4.5 Bike Facility Markings - Marking Numbering .................................................. 100
Table 4.6 Bus Facility Markings - Marking Numbering ................................................... 112
Table 4.7 Size Identifier for High Occupancy Vehicle Lanes ........................................... 121
Table 4.8 High Occupancy Vehicle Lane Markings - Marking Numbering with Size
Identifier .......................................................................................................... 121
Table 4.9 Tram Road Markings - Marking Numbering .................................................... 123
Table 4.10 Arrow Positions for Tramway Diverge ............................................................ 126
Table 4.11 Type of Arrow for Tramway Divergence ......................................................... 128
Table 4.12 Size Identifier for Rail Facilities ....................................................................... 129
Table 4.13 Rail Facility Markings - Marking Numbering with Size Identifier .................... 129
Table 4.14 Length of Double Line System for Rail Crossings ............................................ 133
Table 4.15 Yellow Box Criteria for Rail Crossings .............................................................. 134
Table 5.1 Size Identifier for Channelization Markings .................................................... 137
Table 5.2 Channelization Markings - Marking Numbering with Size Identifier .............. 138
Table 5.3 Lane Arrow Location........................................................................................ 140
Table 5.4 Deflection / Warning Arrow Location ............................................................. 145
Table 6.1 Delineator Numbering ..................................................................................... 147

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Table 6.2 Suggested Maximum Spacing for Delineators ................................................. 150

Table 7.1 Size Identifier for Traffic Management Markings ............................................ 153
Table 7.2 Traffic Management Markings - Marking Numbering with Size Identifier...... 153
Table 7.3 Character Sizes for Worded Markings ............................................................. 162
Table 8.1 School Zone Markings - Marking Numbering .................................................. 165
Table 10.1 Taper Lengths for Markings on Approach to Islands ....................................... 171
Table 10.2 Size Identifier for Painted Islands .................................................................... 172
Table 10.3 Painted Islands - Marking Numbering with Size Identifier .............................. 172

Figures

Figure 2.1 Rural Edge of Roadway and Sealed Shoulder .................................................... 12

Figure 2.2 Approach to a Freeway Reduction in Lane ........................................................ 16
Figure 2.3 Determination of Extent of Markings on Curves ............................................... 20
Figure 3.1 Typical Priority STOP Intersection Layout ......................................................... 32
Figure 3.2 Typical GIVE WAY Layout ................................................................................... 34
Figure 3.3 Typical U-turn Arrangement .............................................................................. 36
Figure 3.4 Example of Approach and Circulatory Markings ............................................... 38
Figure 3.5 Single-Lane Roundabout with One-Lane Entry and Exit .................................... 39
Figure 3.6 Two-Lane Roundabout with Two-Lane Entry and Exit ...................................... 40
Figure 3.7 Two-Lane Roundabout with Double Left Turn .................................................. 41
Figure 3.8 Two-Lane Roundabout with Double Right Turn ................................................ 42
Figure 3.9 Two-Lane Roundabout with One-Lane and Two-Lane Exits .............................. 43
Figure 3.10 Three-Lane Roundabout with Three-Lane Entries and Exits ............................. 44
Figure 3.11 Three-Lane Roundabout with Two- and Three-Lane Entries and Exits ............. 45
Figure 3.12 Three-Lane Roundabout with Two-Lane Exits ................................................... 46
Figure 3.13 Layout of Yellow Bar Markings .......................................................................... 48
Figure 3.14 Intersection Box Marking - Intersection Longer than it is Wide........................ 51
Figure 3.15 Intersection Box Marking – One-Half of a Roadway ......................................... 52
Figure 3.16 Intersection Box Marking - Non-Rectangular Boxes.......................................... 53
Figure 3.17 Layout of a Signal Controlled Intersection ........................................................ 54
Figure 3.18 Lines through Intersection Layout ..................................................................... 55
Figure 3.19 Rural Intersection Treatment Option 1 ............................................................. 56
Figure 3.20 Rural Intersection Treatment Option 2 ............................................................. 57
Figure 3.21 Provision of Auxiliary Turn Lanes ...................................................................... 59

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Figure 3.22 Priority Intersection Diverge Auxiliary Lane ...................................................... 60

Figure 3.23 Priority Intersection Merge Auxiliary Lane........................................................ 61
Figure 3.24 GIVE WAY Controlled Dedicated Right-Turn Lane at Signal Controlled
Intersection ....................................................................................................... 63
Figure 3.25 Auxiliary Lane and Merge Dedicated Right-Turn Lane at Signal Control
Intersection ....................................................................................................... 64
Figure 3.26 Roundabout Dedicated Right-Turn Lane Approach and Exit ............................ 65
Figure 3.27 Diverge/Merge Layout for Segregated Right-Turn Lane with Island at a
Roundabout ....................................................................................................... 66
Figure 3.28 Physically Segregated Right-Turn Lane with GIVE WAY on Exit at a
Roundabout ....................................................................................................... 67
Figure 3.29 Turnout Lane Layout ......................................................................................... 69
Figure 3.30 Markings and Raised Pavement Markers at Simple Grade Separated
Intersection ....................................................................................................... 71
Figure 3.31 Entry Layout for Two-Lane Merge Roadways ................................................... 72
Figure 3.32 Entry Layout for Two-Lane Diverge Roadways.................................................. 73
Figure 3.33 Single-Lane Gain ................................................................................................ 75
Figure 3.34 Lane Gain with Parallel Merge .......................................................................... 75
Figure 3.35 Two-Lane Gain ................................................................................................... 76
Figure 3.36 Standard Lane Drop ........................................................................................... 78
Figure 3.37 Lane Drop with Diverge ..................................................................................... 78
Figure 3.38 Two-Lane Drop .................................................................................................. 79
Figure 3.39 Typical Rural Grade-Separated Intersection Treatment ................................... 80
Figure 3.40 Typical Urban Grade-Separated Cross-Roadway Intersection .......................... 82
Figure 3.41 Entry Ramp Continues as Trap Lane to Next Exit .............................................. 83
Figure 4.1 Barrier-Separated, Non-Reversible Toll Lane .................................................... 89
Figure 4.2 Barrier-Separated, Reversible Toll Lane ............................................................ 89
Figure 4.3 Buffer-Separated, Left-Hand Side, Crossing Prohibited Toll Lane ..................... 90
Figure 4.4 Buffer-Separated, Left-Hand Side Crossing Prohibited with
Chevrons Toll Lane ............................................................................................ 90
Figure 4.5 Buffer-Separated, Left-Hand Side Crossing Permitted Toll Lane ...................... 91
Figure 4.6 Buffer-Separated, Right-Hand Side, Permitted Right-Turn Toll Lane ................ 91
Figure 4.7 Contiguous, Left-Hand Side, Crossing Prohibited Toll Lane .............................. 92
Figure 4.8 Contiguous, Left-Hand Side, Crossing Permitted Toll Lane ............................... 92
Figure 4.9 Contiguous, Right-Hand Side, Permitted Right-Turn Toll Lane ......................... 93
Figure 4.10 Layout of Zigzag Markings for Pedestrian Crossing........................................... 97
Figure 4.11 Layout of Uncontrolled Pedestrian Crossing on Single Roadway ..................... 97

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Figure 4.12 Layout of Uncontrolled Pedestrian Crossing on Divided Roadway ................... 98

Figure 4.13 Layout of Signalized Mid-Block Pedestrian Crossing ......................................... 98
Figure 4.14 Raised Separator Marking M323 ..................................................................... 102
Figure 4.15 Typical Layouts of Bike and Pedestrian Shared Paths ..................................... 105
Figure 4.16 Separated Bike Path Treatments ..................................................................... 106
Figure 4.17 Typical Layout of Exclusive Bike Path .............................................................. 107
Figure 4.18 Bike Refuge Crossing ....................................................................................... 108
Figure 4.19 Bike Path Crossing ........................................................................................... 109
Figure 4.20 Mid-Block Bicyclist Signalized Crossing ........................................................... 110
Figure 4.21 Bicyclist Crossing Facilities at Signalized Intersections .................................... 111
Figure 4.22 Standard Layout of Full-Time Bus Lane ........................................................... 115
Figure 4.23 Standard Layout of Part-Time Bus Lane .......................................................... 116
Figure 4.24 No Separate Bus Signals on Approach to Traffic Signals ................................. 117
Figure 4.25 Bus Lane on Approach to Signal Controlled Intersection with Bus
Only Phase ....................................................................................................... 118
Figure 4.26 Layouts of Bus Stop Markings.......................................................................... 120
Figure 4.27 Layout of HOV Lane ......................................................................................... 122
Figure 4.28 Transverse Tram STOP Line Symbol M360 ...................................................... 124
Figure 4.29 Layout of Box Intersection ............................................................................... 125
Figure 4.30 Tramway Diverge Layouts ............................................................................... 127
Figure 4.31 Automatic Half Barrier Crossing ...................................................................... 130
Figure 4.33 User Worked Crossing ..................................................................................... 132
Figure 4.34 Yellow Box Marking for Single or Double Track Crossing ................................ 134
Figure 4.35 Longer Yellow Box of Diagonal Rails ................................................................ 135
Figure 5.1 Typical Channelization Layout ......................................................................... 139
Figure 5.2 Position of Bifurcation Arrow .......................................................................... 142
Figure 5.3 Layout of Deflection/ Warning Arrows............................................................ 144
Figure 6.1 Lateral Placement and Dimensions of Delineators ......................................... 149
Figure 6.2 Delineator Layout through a Horizontal Curve ............................................... 150
Figure 6.3 Ramps and Connectors Delineator Layout ...................................................... 151
Figure 6.4 Delineator Layout on Approaches to Narrow Bridges..................................... 152
Figure 7.1 Layout of Round-Topped Speed Humps .......................................................... 155
Figure 7.2 Layout of Raised Table Speed Humps ............................................................. 157
Figure 7.3 Standard Build-Out Layout .............................................................................. 158
Figure 7.4 Standard Chicane and Pinch-Point Layouts ..................................................... 159

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Figure 7.5 Urban Gateway Treatment.............................................................................. 160

Figure 7.6 Rural Threshold Treatment ............................................................................. 161
Figure 10.1 Layout of Warning Lines for Islands ................................................................ 170
Figure 10.2 Layout of Hatched Markings for Islands .......................................................... 170
Figure 10.3 Layout of Chevron Markings for Islands .......................................................... 170
Figure 10.4 Layout of Succession of Islands ....................................................................... 171
Figure 10.5 M801 - Painted Island ..................................................................................... 173
Figure 11.1 Sequence of Transverse Rumble Strips ........................................................... 177

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Acronyms and Abbreviations

AADT annualized average daily traffic

ADS advance directional guide sign

AHBC automatic half barrier crossing

AOCL automatic open crossing, locally monitored

ET electronic toll

FADS far advance directional guide sign

HCM Highway Capacity Manual

RSA road safety audits

QHDM Qatar Highway Design Manual

QTCM Qatar Traffic Control Manual

TRS transverse rumble strips

UWC user-worked crossing

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1 General Road Markings

The primary definitions used in this Part and other Parts of the Qatar Traffic Control
Manual (QTCM) are:

• ‘Must’ is used to indicate a legal requirement which must be complied with

• ‘Shall’ indicates an essential requirement of compliance with this manual
• ‘Should’ indicates a course of action that is strongly recommended
• ‘May’ is used to indicate an option that requires consideration, depending on the
circumstances

1.1 General

1.1.1 Introduction
This traffic manual gives advice and guidance to traffic authorities and their agents on
the correct use of signs and road markings on the Qatar roadway network.

Road markings (including raised pavement markers) serve an important function in

conveying to road users information and requirements that might not be possible
using upright signs. A system of clear and effective road markings is essential for the
guidance and control of vehicles and pedestrians. They often have an advantage
compared with upright verge mounted signs in that they often can be seen when a
sign is obscured, and, unlike such signs, can provide a continuing message.

Road markings may guide traffic or give advance warning, or they may impose
restrictions that are supported by legal traffic regulations. They may act as a
supplement to road signs and other road devices, but they are often the only effective
means of conveying certain regulations and warnings to drivers.

Road markings have some potential limitations. They might be obscured by

sandstorms or the accumulation of sand at the edge of the roadway, they might not
be clearly visible when wet or in fog, and might not be durable when subjected to
heavy traffic. Furthermore, designs that result in complicated arrangements of
markings, e.g., channelizing of traffic lanes over long distances or through “non-
standard” intersections, and which are relied on to segregate opposing traffic flows,
could be confusing to road users and are unlikely to be successful. Lastly, the effect on
skid resistance needs to be considered. Road markings can reduce skid resistance in
wet conditions when the marking has a large marked surface area; this is particularly
the case for motorcyclists. As such, consideration to location on approach to some
hazards, such as curves, is needed.

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In spite of these potential limitations, road markings have the advantage, under
favorable conditions, of conveying warnings or information to the road user without
diverting attention from the roadway. If applied in accordance with the manual, road
markings can contribute to safety, e.g., by defining the path to be followed,
separating conflicting movements, and delineating the roadway edge on unlit
roadways at night. They improve intersection capacity and make best use of available
roadway space. The use of lane markings is desirable as this can encourage lane
discipline while contributing to the safety and efficiency of traffic flow.

Road marking layouts should always be considered in detail at the preliminary design
stage of a project, whether this is a new or highway improvement project.

1.2 Visibility of Road Markings

For road markings to be effective, they must be visible by day and night. Markings
generally have two principal functions. The first is symbolic, e.g., hatched markings;
the driver needs to have learned that these indicate an area which is not available to
traffic. The second is guidance; centerlines, edge lines, and lane lines help drivers
maintain their lateral position on the roadway. Some markings, e.g., hazard lines and
double line systems, have combined symbolic and guidance functions.

The guidance function is less critical, although still important, in daylight or on lit
roadways because many visual clues are available to enable the driver to judge course
and position. On unlit roadways at night, conditions are different; the visual stimuli in
the distance and to the sides of the roadway are largely absent. Road markings then
become the most important aid in enabling the driver to follow the roadway safely.

Research has shown that drivers need to be able to detect and interpret guidance
markings at a distance equivalent to a minimum of 2 seconds of travel time. If the
visibility is less than this, drivers tend to adjust too late when the roadway changes
direction. They run too close to the centerline on left-hand bends or too close to the
roadway edge on right-hand bends. The higher the prevailing traffic speed, the
greater the visibility distance required to maintain this 2-second “preview time”.

A variety of factors influence the visibility of a road marking. It is increased when a

line is wider, has a higher mark-to-gap ratio, or has a higher coefficient of
retroreflected luminance or in the daytime, higher contrast with the roadway surface.
Visibility is reduced by glare from oncoming vehicles, dirty headlamps or windscreens,
and especially by rain; the glass beads that produce the nighttime luminance can be
drowned by excess water, reducing the brightness of the marking.

On roadways with high traffic speeds, wider lines should normally be adopted where
alternatives are prescribed. It is important that guidance markings be well maintained.
Severe wear reduces effective width and retroreflective performance, and hence the
visibility distance.

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Because of the oblique angle at which they are viewed, road markings appear heavily
foreshortened. This effect is countered in the case of worded markings, e.g., SLOW, by
elongating the legend (see Section 7.6). Two sizes are prescribed; the larger marking is
legible at a greater distance and is used where traffic speeds are higher. Similarly, to
maintain adequate conspicuity, longitudinal lines need to be wider and longer where
speeds are high.

1.2.1 Removal of Road Markings

If specific road markings are no longer required (for example, if the conditions no
longer apply, a change in lane destinations and the lane arrows are no longer correct,
or parking restrictions are withdrawn), then the markings will need to be removed,
obliterated, or covered.

When removing the markings, care must be taken to ensure removal does not leave a
change in surface texture that could be mistaken for a marking, which subsequently
could lead to confusion for road users and create a potential hazard, or that covering
materials do not produce a slippery surface. Substantial changes to road markings
may require roadway resurfacing.

Blackout paint shall not be used to cover up the conflicting markings. The preferred
method is wet sandblasting.

1.2.2 Legal Issues

It is the function of some road markings to indicate the existence of general laws or
regulations made in the interests of road safety, or good traffic order and operational
efficiency.

In most cases, these markings will be laid in conjunction with accompanying

regulatory signs (see Chapter 2 of Part 2: General Road Signs) that may provide
additional information not conveyed by the marking (such as times of operation).

1.2.3 Prescribed Markings and Raised Pavement Markers

Road markings placed on a roadway to which the public has access must be
prescribed and contained within this Part. Any non-prescribed road marking that is
intended for use must be authorized by the Overseeing Organization.

Raised pavement markers used on the public highway must satisfy the minimum
performance classes as stated in the current version of the Qatar Construction
Specifications (QCS).

1.2.4 Placing of Road Markings and Raised Pavement Markers

Road markings and raised pavement markers may be placed on a roadway only by or
with the consent of the Overseeing Organization. Certain road markings may be used
only if supported by the relevant law, while others (e.g., GIVE WAY markings [marking

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M202]) have legal implications in that not complying with them could constitute a
traffic offense under relevant traffic law.

Some road markings may be placed only in conjunction with certain other markings or
with specified signs; this is stated within the text for individual road markings. Care
should be taken to ensure markings are used only in the manner prescribed in this
part, and that no non-prescribed marking is used unless it has been authorized in
writing by the Overseeing Organization.

1.2.5 Illumination and Dimensions

The current version of the QCS provides details of the illumination and color of road
markings and raised pavement markers. In addition to indicating overall dimensions,
this Part prescribes maximum heights for road markings and raised pavement
markers.

1.2.6 Color
When used, white markings for longitudinal lines shall delineate:

• The separation of traffic flows in the same direction, or

• The right hand edge of the roadway (next to the shoulder)
When used, yellow markings for longitudinal lines shall delineate:
• The separation of traffic travelling in different directions
• The left hand edge of roadways of divided roadways (next to the median) and one-
way roadways or ramps.

1.2.7 Dimensions
Dimensions shown on the figures are in millimeters (mm) unless stated otherwise.

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2 Longitudinal Markings
This chapter provides details of the various generic longitudinal road markings that
can be used within the roadway. Other user or lane-specific longitudinal markings are
detailed elsewhere in this Manual.

Table 2.1 details the size identifiers used within this section, which are based on the
width of the longitudinal marking.

Table 2.2 provides a list of longitudinal markings contained within this section. Where
no size identifier is shown for specific markings, details of the sizes can be found in
the relevant drawing and text.

Table 2.1 Size Identifier for Longitudinal Markings

Size identifier (mm)

A B C D E

Longitudinal marking -
100 120 150 200
width

Table 2.2 Longitudinal Markings - Marking Numbering with Size Identifier

Longitudinal Road Markings

Road Marking Marking Number and Size Identifier

Lane line with 7 m gap and 2 m line M100B

M100C

Lane line with 6 m gap and 3 m line M101C

M101D

Warning line with 6 m line and 3 m gap M102B

M102C

Warning line with 7 m line and 2 m gap M103C

M103D

Solid prohibitory line on approach to intersection M104B

M104C
M104D

Intermittent edge of roadway (600 mm line and 300 mm gap) M105C

at priority intersections

Intermittent edge of roadway(1 m line and 1 m gap) at M106C

acceleration / deceleration lanes

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Longitudinal Road Markings

Road Marking Marking Number and Size Identifier

Solid edge of roadway M107C

M107D

Raised marking for freeways M108D

Raised marking for expressways M109C

M109D

Central hatched marking for opposing streams M110

Hatching for loss of lane on high speed roadways M111

Hatching for loss of lane on low speed roadways M112

Hatching for loss of shoulder M113

Chevron marking on low speed roadways M114

Chevron marking on high speed roadways M115

No overtaking single direction M116B

M116C
M116D

No overtaking both directions M117B

M117C

White/White raised pavement marker M118

White/Red raised pavement marker M119

Red/Red raised pavement marker M120

Amber/Red raised pavement marker M121

Green/Green raised pavement marker M122

White raised pavement marker M123

Blue raised pavement marker M124

Yellow parking bay M125A

Taxi / Ambulance / Police Bays

White parking bay for wide vehicles M126A

Disabled / Loading / Bus bays

User defined parking M127A

Doctor / Motorcycles / Permit

General parallel parking bay M128A

General echelon parking bay M129A

Disabled parking symbol M130

Painted curbs M131

Intermittent edge of roadway(1 m line and 1 m gap) at M106C

acceleration / deceleration lanes

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2.1 Lane Lines

Markings M100 and M101 are used to
separate traffic from adjacent traffic to
ensure roadway space is clearly marked to
maximize capacity. Marking M100 is used
on roadways where the posted speed is 80
kilometers per hour (kph) or less and minor
arterial and local routes. Marking M101 is
for use on roadways where the posted
speed is over 80 kph.
The marking is used in most instances;
however, where vehicle flows are low
(under 500 vehicles per day) it is not
necessary to provide full roadway
markings. In these situations, isolated lane
markings can be used where the following
situations occur and do not fall within the
requirements for warning lines or a double
line system:
•
Frequent horizontal or vertical curves
•
Sections where crash records indicate a
M100 M101 need
• Maintain continuity on a roadway or
with an adjacent roadway
Roadways (including minor arterials) with more than two lanes shall be marked
irrespective of traffic volumes.

On undivided single lane roadways, marking M100 must be used as the centerline
(unless visibility restrictions require using warning or no passing markings or using a
prohibitory line approach to an intersection), and the marking must be yellow.

Marking M101 shall only be used to separate vehicles travelling in the same direction.

M100 and M101 have two width sizes available for use:

• The 120 mm size line for M100 shall be used on roadways where the posted speed
is 80 kph or less to separate lane of vehicles travelling in the same direction. When
it is being used as a centerline on an undivided roadway, the 150 mm size marking
shall be used.
• The 150 mm size for M101 shall be used on roadways where the posted speed is
between 80 and 100 kph. The 200 mm size marking shall be used on roadways
with a posted speed greater than 100 kph.

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2.2 Warning Lines

Markings M102 and M103 are substituted
for M100 and M101 to warn drivers of a
hazard ahead. Two variations of the marking
are prescribed, and their use is dependent
on the posted speed: marking M102 where
the posted speed is below 80 kph and M103
where the posted speed is 80 kph and
above.
Care must be taken to ensure the marking is
only used where warranted so as not to
devalue its effect. This is of particular
concern in urban areas where there may be
the temptation to use it extensively.
In rural areas where lane lines are not
present, warning lines should be provided
on the main roadway approach to an
intersection to provide visual guidance of
the approaching hazard.
On existing undivided roadways less than
M102 M103 80 kph, the warning line M102 is used as
the centerline and must be yellow. This will
not apply to new designs, as this roadway
configuration shall no longer be permitted.

M102 and M103 have two width sizes available for use:

• The 120 mm size line for M102 shall be used on roadways where the posted speed
is 80 kph or less. Where it is being used as the centerline on an undivided
roadway, the 150 mm size marking shall be used.
• The 150 mm size marking for M103 shall be used on roadways where the posted
speed is between 80 and 100 kph. The 200 mm size marking shall be used on
roadways with a posted speed greater than 100 kph.

The markings should be used in the following circumstances:

1. On the approaches to intersections. The minimum number of marking modules

(i.e., line plus gap) varies according to the type of intersection as detailed in
Table 2.3.

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Table 2.3 Modules of Warning Marking at Intersections

Approach Major Minor Access

Roadways
Posted Speed Less than or Less than or
> 60 > 60
(kph) equal to 60 equal to 60

Number of modules

Priority
intersection/ 5 11 5 9 1
roundabouts

Signal controlled 7 9 5 9 5

U-turn 5 11 - - -

If the distance between adjacent intersections is less than three times the length
of the specified minimum number of modules, the warning marking should be
continued through to denote the continuous hazard.

2. Where the forward visibility distance falls within the limits specified in Table 2.4.
This may also require continuous hazard markings such as an intersection followed
by a bend in the roadway where forward visibility falls below the requirements
detailed in Table 2.4. Where there is a continuous hazard marking, the relevant
warning signs for each hazard should be provided so drivers are aware of the
different hazard types.

Table 2.4 Visibility Criteria for Warning Marking

85th percentile speed >45 to less than or >60 to less than or

Less than or equal to 45
kph equal to 60 equal to 80

Upper limit meters 125 175 225

Lower limit meters 75 100 150

Note: 1. Where the forward visibility distance falls below the lower limit on single roadways, the double
line system (Section 2.8) should be used.
Note 2. Forward visibility distance on divided roadways should always exceed the lower limit.

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2.3 Prohibitory Line

Marking M104 indicates to drivers that they
may not leave the lane in which they are
travelling. It shall be used at priority
intersections, traffic-signal controlled
intersections and roundabouts to prevent
weaving movements in the immediate
vicinity of the intersection, and extends a
minimum of 25 meters (m) minimum from
the STOP or GIVE WAY line, as appropriate.
The marking also can be used within the
center of a roadway on the approach to
isolated rural intersections to provide
warning of no lane changing/ passing
through the intersection.
The marking must be used on approach to
speed humps where opposing flows are not
separated by physical measures.
On an undivided roadway with opposing
traffic, the marking must be yellow.

M104

The 120 mm size line shall be used on roadways where the posted speed is 80 kph or
less, unless it is the centerline on an undivided roadway, in which case 150 mm size
marking shall be used.

The 150 mm size marking shall be used on roadways where the posted speed is
between 80 and 100 kph. The 200 mm size marking shall be used on roadways with a
posted speed greater than 100 kph.

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2.4 Edge of Roadway Markings

Marking M105 is used to indicate the
edge of roadway at intersections as an
extension of the transverse GIVE WAY or
STOP line or a lay-by. In urban areas, it
also is used on certain roadways to
delineate a continuous parking strip
between the main roadway and curbed
edge.

M105

Marking M106 is primarily used at

acceleration and deceleration splays, and
for emphasizing lane drops. Green raised
pavement markers should be used at
lane drops and along acceleration and
deceleration lanes. The marking also is
used to delineate the swept path of
tramcars.
The marking also is used as vehicle path
guidance lines for roundabout circulatory
lanes and lines through large
intersections.

M106

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Marking M107 is intended for general

use on unlit roadways and those not
having clearly defined raised curbs to
indicate the edge of the roadway. It is
used on strategic and minor arterial
routes and other roadways where a
shoulder (whether curbed or not) has
been provided. The continuous line
should not be carried across the mouths
of side roadways, acceleration or
deceleration splays, and gaps in the
central reservation or lay-bys, where
marking M105 or M106 is used.
When used on multi-lane roadways, it is
placed on the left hand edge of the
roadway next to the median and shall
be yellow in color.
When used in a rural location, the edge
of roadway marking shall be provided
with a sealed shoulder, the width of
which shall be as detailed in the Qatar
M107
Highways Design Manual (QHDM). The
marking shall be centered on the line of
delineation between the shoulder or
hard strip and the adjacent lane as
detailed on Figure 2.1.
The larger width of 200 mm shall be
used on roadways with a posted speed
greater than 100 kph.

Figure 2.1 Rural Edge of Roadway and Sealed Shoulder

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Edge lines also are recommended for use along the outside lane edge of divided
roadways. The marking should not be carried across left-turn lanes or breaks in the
central median, where marking M106 is used. They should be used on freeways.

2.5 Raised Profile Edge Lines

Raised profile edge lines can be used in place of the standard edge of roadway
marking M107, principally on expressways and freeways. The marking contains ribs at
regular intervals that stand clear of water film in wet conditions. The marking
improves retroreflective performance during darkness and provides an audible
vibratory warning should drivers run onto the marking.

Two types are specified: marking M108 for use on freeways and marking M109 for
use on expressways with a hard strip or shoulder. Table 2.5 details the dimensions for
the two types of marking.

M108

M109

Table 2.5 Details for Raised Profile Edge Markings

Marking number Height of base Width of base Height of ribs Spacing between
(mm) (mm) (mm) ribs (mm)

500
M108 6 200 11 (250)

200 500
M109 6 8
(150)

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The 500 mm spacing is suitable for most edge lines laid on the main roadway. While
on freeways, the 250 mm spacing is recommended on slip ramps as the closer spacing
helps to maintain the rumble effect, offsetting the likely lower speed. Marking M109
is usually 150 mm wide but is increased to 200 mm on all-purpose roadways with
shoulders.

When used on multi-lane roadways, it is placed on the left hand edge of the roadway
next to the median and shall be yellow in color.

Raised profile edge markings can be applied in other situations and for other types of
marking. The list below provides examples of other markings that may use raised
edges, but is not exhaustive and the marking can be applied elsewhere where
deemed appropriate:

• Marking M111 for reduction of the number of lanes available

• Marking M113 for approach to a termination of the shoulder
• Markings M114 and M115 chevron marking, when used between main roadway
and slip ramps, or between bifurcating or converging roadways (but not at a
roundabout)
• When used as a toll lane buffer separation
• Marking M400 channelization line
• A boundary line of a painted island marking M801

Raised profile markings should be discontinued where pedestrians and bicyclists cross
the roadway (e.g., at refuges) or at other places where bicyclists are likely to cross
them to remove potential trip/fall hazards. The plain edge line marking M107 is used
through the crossing length and extended a minimum distance of 1 m either side of
the crossing point.

When raised profile markings are laid on a curve of less than 1,000 m radius and a
wide shoulder or hard strip is provided, motorcyclists may find themselves in difficulty
if they cross onto the raised marking. The raised ribs can destabilize two-wheeled
vehicles on appreciable bends. If there is concern that motorcycles may frequently
cross onto the line, the ribs may be omitted, although there will be a loss of improved
nighttime wet weather visibility.

Drainage gaps of 100 mm to 150 mm should be provided at intervals of approximately

36 m where the longitudinal fall is flatter than 1 in 150, and there is a crossfall
towards the profiled marking.

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2.6 Hatched Markings

Hatched markings are prescribed as four variants to provide warning of areas of the
roadway THAT should not be entered on approach to certain hazards. Marking M110
is used to separate opposing streams of traffic before or following a physical
separation such as the median strip or a traffic island.

Where there is adequate roadway space, the marking also shall be used to separate
opposing flows of traffic on undivided roadways where the posted speed is greater
than 80 kph. Where roadway space is limited, marking M117 (no passing) must be
used. The marking must always be yellow in color.

M110
Marking M111 (Figure 2.2) indicates the approach to a place on a freeway, divided
roadway or slip ramp where the number of lanes is reduced, or an area of roadway
not available to traffic.

M111

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Figure 2.2 Approach to a Freeway Reduction in Lane

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Marking M112 is used to mark off an area at the edge of the roadway on low speed
roadways that drivers should not enter unless safe to do so; for example, to guide
traffic past build-outs in traffic calming projects (see Section 7.3).

M112
Marking M113 is used to indicate termination of the shoulder. The edge marking shall
be 150 mm wide for posted speeds less than 100 kph and 200 mm wide for posted
speeds 100 kph and above. Both longitudinal lines may be formed by marking M107
and M108, as appropriate. Where two terminations are in quick succession, the
shoulder between them should be hatched off to discourage its use, as rejoining the
freeway from the isolated section is likely to be difficult.

M113

2.7 Chevron Markings

Chevron markings are intended to separate streams of traffic travelling in the same
direction, e.g., on the approach to an intersection or to a pedestrian refuge in a one-
way roadway. The chevrons must point toward approaching traffic.

Marking M114 is used to separate adjacent streams of traffic travelling in the same
direction in advance of a physical separation. The marking may be used, with the
direction of the chevrons reversed, to extend a physical separation to control merging
streams of traffic.

Marking M115 is substituted for M114 on strategic routes. It may be used at the
bifurcation or convergence of two freeways or similar roadways.

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M114

M115

2.8 No Overtaking/ No Passing

Markings M116 and M117 are used to
prohibit overtaking where visibility is
restricted on two-way single roadways
where the forward visibility distance falls
below the lower limits specified in Table 2.4
(warning lines). The continuous line
indicates to drivers that they may not leave
the lane in which they are travelling.
Furthermore, the markings prohibit vehicles
from stopping or parking at any point
between the ends of the marking. Any
vehicle that does stop may result in other
vehicles having to cross over the marking,
thereby contravening the marking.
In addition to the road markings, overtaking
prohibited signs R118 shall be used to
emphasize the existence and extent of a no
M116 M117 passing zone and sign R120 to denote the
end of each section.

Each direction of travel is marked separately. Marking M116 is used where visibility is
restricted in one direction only and marking M117 where it is restricted in both
directions.

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The passing sight distance on a vertical curve is the distance at which an object 1.10 m
above the roadway surface can just be seen from a point 1.10 m above the roadway.
Similarly, passing sight distance on a horizontal bend is the distance measured along
the center line between two points 1.10 m above the roadway on a line tangent to
the embankment or other obstruction that restricts viewing on the inside of the bend.
Figure 2.3 shows details of determining extent of system for curves. Refer to
Section 5.6 for the use of warning arrows on approach to the start of the prohibition.

Where the distance between successive no passing zones is less than 120 m, the
appropriate no passing marking (one direction or two direction) should connect the
zones. The no passing marking also is used on two-way roadways on approaches to
obstructions that must be passed on the right for at least twice the length of the taper
as detailed in Table 10.1.

The 120 mm size line shall be used on single-lane roadways where the posted speed is
80 kph and less and the 150 mm size for speeds greater than 80 kph. When used as
the center marking on undivided highways, the 150 mm size marking shall be used
where the posted speed is between 80 and 100 kph; at speeds greater than 100 kph,
the 200 mm size marking must be used. The 200 mm size marking also should be used
as a toll lane longitudinal marking.

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Figure 2.3 Determination of Extent of Markings on Curves

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2.9 Raised Pavement Markers

2.9.1 Reflecting Raised Pavement Markers

Retroreflective raised pavement markers are used frequently to supplement
longitudinal road markings. For their brightness, they depend on the light from a
vehicle’s headlamps being reflected back toward the source. They are used in addition
to reflectorized lines where traffic flows are high, particularly on roadways without
street lighting. They remain effective in wet weather and in areas prone to fog, when
the efficiency of reflective markings is reduced.

They should be used in conjunction with the double line system (markings M116 and
M117) and placed in a single row between the lines.

Raised pavement markers may be used with most other longitudinal white lines as
detailed in this section with specific markings detailed in Table 2.6. They must be used
on freeways and expressways, and are recommended for use on high-speed all-
purpose roadways, even when street lighting is provided.

Depressible raised pavement markers shall not be used; this type of raised pavement
marker can accumulate sand within the casing and affect operation of the raised
pavement marker. The raised pavement marker type and color, and the roadway
marking with which they are associated, are shown in Table 2.6. Raised pavement
markers can be colored white, red, amber, green, or blue. The principles of use for
these colors are detailed below:

• WHITE - to indicate a traffic lane or center of roadway marking.

• RED - to indicate a line of raised pavement markers that should not be crossed. It
is used mainly to delineate the right-hand edge of the running roadway; raised
pavement markers are omitted at positions where traffic is permitted to cross,
e.g., at lay-bys (where green raised pavement markers are normally substituted).
Where raised pavement markers are used with chevron markings M114 and
M115, they must be colored red on both sides of the marking.
• AMBER - to indicate a line of raised pavement markers that should not be crossed.
It is used to indicate the left-hand edge of the running roadway adjacent to the
edge of the central median or to traffic cones or cylinders at road works, or the
marking M111. Amber raised pavement markers also are used on the inside lane
of a one-way roadway (including one-way slip ramps and link roadways).
• GREEN - to indicate a length of the edge of the roadway which may be crossed.
Green raised pavement markers are used with marking M106 to mark the
boundary of acceleration and deceleration lanes on the right-hand side of the
roadway. They must not be used in conjunction with STOP or GIVE WAY transverse
markings. At lane-drop intersections, and right-turn lanes, green raised pavement
markers are used with marking M106 to demarcate the exit lane.
• BLUE – to indicate the presence of a fire hydrant. These must be located close to
and on the fire hydrant side of the center of the roadway. A single bidirectional

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raised pavement marker shall be placed in line with the fire hydrant adjacent to
the curb and at the center of the roadway (or where more than one lane, the
center of each lane) for the direction on approach to the hydrant.

Table 2.6 Raised Pavement Markers and Associated Road Markings

Raised Color Use Road Marking Spacing in meters for

Pavement
Marker Type Divided
Single Roadway Roadway

M100, M101, -
M118 White/White Lane marking 18
M110
M102, M103,
Warning
M118 White/White M104, M110, 9 -
marking
M116, M117

M119 White/Red Lane marking M100, M101 _ 18

Warning 9
M119 White/Red M102, M103 -
marking
Outside lane M107, M111, 18
M120 Red/Red 18
edge marking M112, M113

M120 Red/Red Edge marking M114, M115 3 3

Inside lane 18
M121 Amber/Red M107 -
edge marking
Inside lane
M121 Amber/Red M114, M115 3 3
edge marking
Outside lane
M122 Green/Green M106 9 9
edge marking

M123 White Speed hump M601 Transverse at 650 mm centers

M124 Blue Fire hydrant NA - M124

Note: Where used in conjunction with marking M104, the raised pavement markers will be positioned to
the inside lane edge of the marking, relative to traffic approaching the intersection.

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2.10 Placement of Raised Pavement Markers

2.10.1.1 Intermittent Road Markings

Where raised pavement markers are placed in conjunction with intermittent road
markings, the raised pavement markers shall be placed centrally within the gap
element of the marking, at the distance specified in Table 2.6. Figure 2.4 provides
examples of various different road markings and raised pavement markers locations.

Figure 2.4 Raised Pavement Marker Placement for Intermittent Markings

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2.10.1.2 Solid Edge Road Markings

Where raised pavement markers are used with solid edge of roadway markings, the
raised pavement markers can be placed to either side of the road marking, depending
on the location of the marking and the presence of a curb line. When an edge of
roadway marking is adjacent to a high curb line, the raised pavement markers should
be installed on the outside of the marking, within the traffic running lane. When the
edge of roadway markings has a shoulder, the raised pavement markers should be
installed on the outside of the road marking, within the shoulder. Figure 2.5 provides
an example of different road markings and raised pavement marker locations.

Figure 2.5 Raised Pavement Marking Placement for Solid Edge Markings

2.11 Parking Bays

2.11.1 Bay markings

Parking bays can be marked on or adjacent to the roadway to delineate areas set
aside for parking. There are various types of parking bays; the choice depends on the
proposed use of the bay. Parking bays may be marked parallel to the curb or at an
angle to the curb. The different markings are M125, M126, M127, M128, and M129.
Table 2.7 details the various types of bays, their intended use, and the signs that must
be used for each bay. The accompanying signs provide information to drivers of any
restrictions that apply to the bay.

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Table 2.7 Parking Bay Details

Marking No. Uses of Bays Relevant Signs Width of bay (mm) Color of Marking

Taxis only
2000 min
M125 Ambulances only R142 Yellow
2500 max
Police only
Disabled parking R200
2700 min
Buses only R201 or G100/P401
M126 (1800 min) White
Loading only R205
3600 max
Large vehicles G100/P400
Doctor parking R202
Motorcycle parking G100/P403
Permit Holders R202 2000 min
M127 White
Limited waiting or R201 2500 max
no specific class of
vehicle.
Limited waiting R201 or R203
Unlimited parking G100 or none
2000 min
M128 Disabled parking R200 White
2500 max
Loading only R205
Permit Holders R202
Limited waiting / White
R201 /R203
Payment
G100 or none 2800 min
Unlimited parking
R202 3000 max
M129 Doctor parking
R202
Permit Holders

Disabled parking R200 3600

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Marking M125 forms a continuous bay at

the edge of the roadway. It must be
colored yellow to aid in informing drivers
that the bays are enforceable. The bay
can be extended to any length, but in
most instances, only a small number of
vehicles should be required to be parked
within the bays.
The permitted sign for use with marking
M125 is R142 with the legend varied to
denote whether the parking is for taxis,
ambulances, or police vehicles.

M125

Marking M126 is used to define areas of

parking for wide-based vehicles; this
could be for vehicles displaying a
relevant disabled notice, buses, or large
vehicles.
The bay markings are white and must be
accompanied by the appropriate sign,
which can be either R200 for disabled
parking in conjunction with marking
M130, R201 (when altered for bus class
of vehicle) or the combination of G100
and P401 for buses, the combination of
G100 and P400 for large vehicles, and
R205 for loading only. The bay can be
extended to any length.
If the roadway is too narrow to allow
traffic (other large wide-based vehicles)
to pass a 2,700 mm wide bay, then the
bay can be reduced to an absolute
M126 minimum of 1,800 mm.

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Marking M127 is used to define a

single designated parking space to be
used for limited waiting, permit
holders, class of vehicle, or payment
parking.
The bay should be placed at the edge
of the roadway. The bay markings
must be white. The bay can be
extended to any length and must be
accompanied by the upright signs for
the following purposes: R202 for
doctor parking, combination of G100
and P403 for motorcycle parking, R202
for permit parking, and R201 for
limited parking.

M127

Marking M128 is used to divide a length of roadway into individual parking places
with each end of a length of bay marked as a double line, except for where the bay
limit is delineated by a raised curb. The marking can be used where parking is free or
where a charge is applicable. Each bay should be 6 m in length with a dividing line, but
this can be extended in exceptional circumstances to a maximum length of 13 m.

The bay should be placed at the edge of the roadway, and the bay marking must be
white. The upright signs must be used to denote a specific class of parking, which can
be R200 for disabled parking (along with marking M130) or R205 for loading only.

Where payment to park is present, use signs R201 or R203; for permit holders, use
sign R202. If there is no charge or limitation, then use sign G100 or no sign.

M128

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Marking M129 is used to indicate angled parking bays and may be used where parking
is free or a charge is applicable. The angle between the markings and the roadway
edge may be varied to suit the available roadway width at the angles listed below. The
bay should be angled so there is a requirement to reverse into the bay. This is
generally considered safer than reversing out, as adjacent parked vehicles might
restrict visibility, especially if the vehicle is high sided.

Any number of angled bays may be reserved for the use of disabled badge holders,
but the bay width should be extended to 3,600 mm and sign R200 must be provided
along with marking M130. Standard width bays may indicate doctor parking. They
must be accompanied by sign R202.

Where payment to park is present, use signs R201 or R203; for permit holders, use
sign R202. If there is no charge or limitation, then use sign G100 or no sign.

Each end of the parking bays must be marked with the double terminal mark except
for where the bay limit is delineated by a raised curb.

Three standard angles may be used when implementing angled parking: 30°, 45°, or
60°. Any bays designed at angle other than these must be done so with the approval
of the Overseeing Organization.

M129

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2.11.2 Disabled Parking Bay Symbol

Marking M130 shall be used
whenever a parking bay is assigned as
a disabled parking space in
conjunction with sign R200. The
marking is located centrally within the
bay with the lower edge (bottom of
wheel) facing the direction of travel
when situated in a parallel parking
space. When used within an angled
bay (marking M129), the lower edge
of the symbol shall face into the
roadway (not toward the curb line).

M130

2.12 Curb Markings at Intersections

Marking M131 can be applied to curbs near an intersection to highlight its presence.
The curbs are painted black and white for a standard length of 750 mm (or length of
an individual curb face). The markings should extend back from the intersection for a
distance corresponding to that for warning lines; see Table 2.3 for details.

M131
Use of the marking shall be limited to the approach to intersections, and its use shall
be guided by the following:

• If clear, effective lighting is present then no curb or edge of roadway marking

required
• If lighting is not sufficient enough then edge of roadway marking only
• In low/no lighting situations then edge of roadway and curb marking can be used if
the Overseeing Organization deems them appropriate and use of edge of roadway
marking is not effective on its own
Where non-standard curbs are present, alternating colors are used in the situations
detailed above to retain increased delineation of the intersection.

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3 Intersection and Interchange

Markings
This section details the road markings that shall be used for delineating intersections
and interchanges. As well as establishing the road markings to be used, generic layout
drawings are provided that show how these markings should be used for
various situations.

3.1 Intersections
This section details the road markings that must be used at various types of
intersection, ranging from roundabouts to signalized intersections. The relevant
upright signs must accompany some markings, and where necessary, these are
detailed within the text.

Table 3.1 provides a list of intersection markings contained within this section. There
are no size identifiers for this section, as the various markings have no common size
elements. Details of the sizes are in the relevant drawings and text.

Table 3.1 Intersection Markings - Marking Numbering

Longitudinal Road Markings

Road Marking Marking Number

STOP line M200

STOP symbol M201

GIVE WAY line M202

GIVE WAY at roundabouts M203

GIVE WAY triangle M204

Yellow bar markings at roundabouts M206

Box markings at roadway intersections M207

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3.1.1 Intersection STOP Lines

Marking M200 must be used at priority intersections controlled by sign R100 (STOP)
to indicate where drivers should stop before proceeding into the intersection, having
ascertained the major roadway is clear. The significance of the STOP sign and criteria
for its use are described in Chapter 2, Section 2.8.1, Part 2: General Road Signs.

M200
The marking consists of a single continuous line 500 mm wide with the accompanying
STOP legend (marking M201). The STOP legend should normally be located so the top
edge of the symbol is between 2,000 and 3,000 mm from the nearest part of the STOP
line as detailed on Figure 3.1. With exception, this may be increased to a maximum of
15 m, e.g., where the vertical curvature or a sharp bend prevents it being seen from
a distance.

When used on roadways where a hard strip is present on the major roadway, M200
and M105 shall be set back from main roadway the same distance as the hard strip.
An example is shown on Figure 3.19.

Figure 3.1 Typical Priority STOP Intersection Layout

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3.1.2 STOP Symbol Marking

Marking M201 must only be used to
supplement sign R100, and marking
M200 and must NOT be used under
other circumstances, except with level
crossing markings detailed in Section
4.8.1.
Where the approach to the intersection
comprises more than one lane, the
marking must be provided in each lane.
Details for the height of the marking are
provided in Table 7.3.

M201

3.1.3 GIVE WAY/ Yield Lines

Marking M202 shall be used at priority intersections controlled by sign R101
(GIVE WAY) to indicate where drivers should yield to vehicles on the major roadway. It
must be accompanied by marking M204 (GIVE WAY triangle). The marking consists of
two broken lines laid side by side, each comprising 600 mm marks and 300 mm gaps.
The lines are 200 mm wide and are spaced 300 mm apart. The marking is laid at the
mouth of the minor roadway; its position in relation to the edge of the major roadway
is shown on Figure 3.2.

M202

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Figure 3.2 Typical GIVE WAY Layout

Where traffic joins the major roadway on an acceleration splay, marking M202 should
be provided from the centerline of the minor roadway for a distance equal to the
width of that approach. The remaining length of the acceleration splay is marked with
the appropriate edge of roadway marking.

When used on roadways where a hard strip is present on the major roadway, M202
and M105 shall be set back from the main roadway the same distance as the hard
strip. An example of this is shown on Figure 3.19.

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3.1.4 GIVE WAY Markings at Roundabouts

Marking M203 must be used at roundabouts under priority control (full- and part-
time control) to indicate where drivers should yield to vehicles already on the
circulatory roadway. It must be accompanied by marking M204 (GIVE WAY triangle).
At normal roundabouts, it is used in conjunction with sign R101 (GIVE WAY); at
compact roundabouts, the combination sign R101 / R103 is used. The marking
consists of a single broken line 500 mm wide comprised of 700 mm marks and
300 mm gaps.

M203

3.1.5 GIVE WAY Triangles

Marking M204 is used with markings M202
and M203 as described above. It is normally
located with its base 2,000 to 3,000 mm from
the transverse marking, except this distance
may be increased up to a maximum of 15 m
where the layout of the intersection, visibility
or vehicle speed, or both on the minor
roadway warrant such a move. Where the
approach to the intersection comprises more
than one lane, the marking must be provided
in each lane.

M204

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3.1.6 U-turns
The layout for U-turn
arrangements is detailed on Figure
3.3 with the use of marking M200
at the STOP location.
Where visibility is poor, marking
M200 is used (criteria for its use
are described in Chapter 2,
Section 2.8.1 in Part 2: General
Road Signs). Marking M200 must
be accompanied by the upright
STOP sign and the STOP legend on
the roadway; where visibility
requirements are met, then the
GIVE WAY marking shall be used
(marking M202) with upright sign
R101 and marking M204.
Table 2.3 provides details for the
number of modules of warning
lines (marking M102) needed,
while the choice of lane line
(M100) will depend on the posted
speed and nature of the roadway
as detailed in Section 2.1. The size
of the bifurcation arrow (marking
M407) is determined by the 85th
percentile speed as detailed in
Section 5.5.

Figure 3.3 Typical U-turn Arrangement

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3.1.7 Roundabout Circulatory Markings

Road markings and signing for a roundabout should be integrally designed to
correspond to the geometric design and intended lane use of a roundabout.

Markings on the approaches to a roundabout and on the circular roadway should be

compatible with each other to provide a consistent message to road users and should
facilitate movement through the roundabout such that vehicles do not have to change
lanes within the circulatory roadway to exit the roundabout in a given direction. To
aid in this specific lane guidance, sign G307 is provided for multi-lane roundabouts
and located in accordance with the rules set out in Chapter 2, Section 2.5.4 in Part 4:
Guide Signs.

Multi-lane roundabouts should have line markings within the circulatory roadway to
channelize traffic to the appropriate exit lane. Markings M106 (Edge Line) and M104
(Prohibitory Line) are used to designate movements. The use of roundabout lane
destination arrows may also aid in highlighting to road users the correct path to use.

Continuous concentric lane lines shall not be used within the circulatory roadway of
roundabouts. Three-lane entry roundabouts will no longer be introduced within
Qatar, only two-lane entry roundabouts. Examples of three-lane entry circulatory road
markings have been provided for updating existing roundabouts only. Figure 3.4 to
Figure 3.12 show example layouts of roundabouts, with Figure 3.4 depicting both
circulatory and approach markings while the remaining layouts detail various
circulatory marking options.

Figure 3.5 details a single-lane compact roundabout. This type of roundabout is

appropriate on lower classification, urban roadways, providing an alternative to a
cross-roadway intersection. A compact roundabout has single-lane entries and exits
on each arm; therefore, there is no requirement to include markings M106
(Edge Line) and M104 (Prohibitory Line) as detailed above, as the width of the
circulatory roadway is such that it is not possible for two cars to pass one another.
Lane destination arrows can be added to the circulatory roadway but are optional.

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Figure 3.4 Example of Approach and Circulatory Markings

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Figure 3.5 Single-Lane Roundabout with One-Lane Entry and Exit

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Figure 3.6 Two-Lane Roundabout with Two-Lane Entry and Exit

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Figure 3.7 Two-Lane Roundabout with Double Left Turn

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Figure 3.8 Two-Lane Roundabout with Double Right Turn

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Figure 3.9 Two-Lane Roundabout with One-Lane and Two-Lane Exits

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Figure 3.10 Three-Lane Roundabout with Three-Lane Entries and Exits

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Figure 3.11 Three-Lane Roundabout with Two- and Three-Lane Entries and Exits

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Figure 3.12 Three-Lane Roundabout with Two-Lane Exits

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3.1.8 Yellow Transverse Bar Markings

Yellow transverse bar markings are used in certain conditions on approaches to
roundabouts, on either the main roadway or an exit slip ramp. The bar markings
should be used on roadways with a posted speed greater than 80 kph. They can be
effective in reducing crashes associated with speed adaptation, i.e., where drivers
have been travelling at sustained high speed for long periods and are required to slow
down for the roundabout. The markings should not be used in an attempt to reduce
speeds at sharp bends or other hazards. They are not normally appropriate on slip
ramps if there is a segregated right-turn lane for the roundabout, or at roundabouts
controlled by traffic signals because of potential conflicting driver behavior (i.e., one
driver slowing down in response to the markings while others maintain speed in an
attempt to beat a change to a red light).

Marking M206 is a marking consisting of

90 yellow transverse bars on main
roadways, and 45 on slip ramps. The bars
are 600 mm wide, and are laid at right
angles to the centerline of the roadway
(Figure 3.13 shows details of the layout on a
main roadway). The first bar is laid at a
distance of 50 m measured along the
centerline of the roadway in advance of the
GIVE WAY line. Successive bars are spaced
in accordance with the running
measurements in Table 3.2 for main
roadways and Table 3.3 for slip ramps.
To assist surface water drainage, both ends
of each bar should be terminated
approximately 150 mm from the edge of the
roadway or the edge line marking if
provided.

M206

Bars should not be extended across hard strips or shoulders, as this would give the
impression these are traffic lanes. The bars should not exceed 5 mm in thickness, and
the combined thickness of the bars and any superimposed marking must not exceed
6 mm. Although thinner markings might need more frequent renewal, they are less
likely to result in noise levels that are unacceptable to local residents.

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Figure 3.13 Layout of Yellow Bar Markings

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Table 3.2 Spacing of Bars on Main Roadway

Distance Distance Distance Distance Distance

from D1 from D1 from D1 from D1 from D1
Bar No. (m) Bar No. (m) Bar No. (m) Bar No. (m) Bar No. (m)

D1 0.00 D21 60.10 D41 133.75 D61 224.70 D81 338.15

D2 2.75 D22 63.45 D42 137.85 D62 229.80 D82 344.65

D3 5.50 D23 66.80 D43 142.00 D63 234.90 D83 351.35

D4 8.25 D24 70.15 D44 146.15 D64 240.10 D84 358.30

D5 11.05 D25 73.60 D45 150.40 D65 245.40 D85 365.50

D6 13.9 D26 77.05 D46 154.65 D66 250.70 D86 373.20

D7 16.80 D27 80.55 D47 158.95 D67 256.10 D87 380.30

D8 19.70 D28 84.10 D48 163.35 D68 261.50 D88 388.60

D9 22.60 D29 87.65 D49 167.75 D69 267.00 D89 396.25

D10 25.55 D30 91.30 D50 172.25 D70 272.60 D90 403.95

D11 28.55 D31 94.95 D51 176.75 D71 278.20

D12 31.60 D32 98.65 D52 181.30 D72 283.90

D13 34.65 D33 102.40 D53 185.95 D73 289.60

D14 37.70 D34 106.15 D54 190.60 D74 295.45

D15 40.80 D35 110.00 D55 195.35 D75 301.30

D16 43.95 D36 113.85 D56 200.10 D76 307.25

D17 74.15 D37 117.75 D57 204.90 D77 313.30

D18 50.35 D38 121.70 D58 209.80 D78 319.35

D19 53.55 D39 125.65 D59 214.70 D79 325.55

D20 56.80 D40 129.70 D60 219.70 D80 331.75

Source: Based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 11-1,
Chapter 11

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Table 3.3 Spacing of Bars on Slip Ramps

Distance Distance Distance Distance Distance

from D1 from D1 from D1 from D1 from D1
Bar No. (m) Bar No. (m) Bar No. (m) Bar No. (m) Bar No. (m)

D1 0.00 D11 30.20 D21 67.20 D31 112.90 D41 170.00

D2 2.75 D12 33.55 D22 71.35 D32 118.00 D42 176.70

D3 5.55 D13 37.00 D23 75.60 D33 123.30 D43 183.90

D4 8.45 D14 40.50 D24 79.90 D34 128.70 D44 191.60

D5 11.35 D15 44.05 D25 84.30 D35 134.20 D45 199.30

D6 14.35 D16 47.70 D26 88.80 D36 139.80

D7 17.40 D17 51.45 D27 93.45 D37 145.50

D8 20.50 D18 55.30 D28 98.20 D38 151.35

D9 23.70 D19 59.20 D29 103.00 D39 157.40

D10 26.90 D20 63.15 D30 107.90 D40 163.60

Source: based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 11-2,
Chapter 11

3.1.9 Box Marking

Marking M207 may be used at intersections to prohibit queuing within the
intersection that prevents other movements taking place. A driver may enter the
intersection only when their exit is clear unless they wish to turn left, in which case
they may enter if further movement is prevented solely by oncoming traffic. They may
not enter if that traffic is stationary.

This marking has a regulatory effect (indicated by its yellow color) and will require
enforcement by the traffic police. Consequently, all cases of intended use must be
referred to the Overseeing Organization for consideration. The way in which the
marking is constructed is described below.

Rectangular intersections:

• The diagonals are set out at right angles (or as near as possible) to each other.
• The boundary lines are drawn.
• The grid is in-filled with the lines being set parallel to the diagonals at 2 m
intervals.

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M207

Where the box is much longer than it is wide, it is set out as shown on Figure 3.14.

Figure 3.14 Intersection Box Marking - Intersection Longer than it is Wide

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Where the box is required on one-half of the roadway only, it is set out as a full box
but only half the markings are provided, as shown on Figure 3.15.

Figure 3.15 Intersection Box Marking – One-Half of a Roadway

Non-rectangular intersections:

• A boundary line is drawn across each arm at right angles (or as near as possible) to
its centerline. The perimeter is completed by following the intervening curb lines.
• The diagonals A — B and C — D are drawn, as shown, to intersect at right angles,
or as near as possible.
• The grid is in-filled as before, as shown on Figure 3.16.

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Figure 3.16 Intersection Box Marking - Non-Rectangular Boxes

3.1.10 STOP Lines at Signals

Marking M200 is used at signalized intersections to indicate where drivers should stop
when encountering a red signal. Similar to priority intersections, the marking consists
of a single continuous line 500 mm wide but the legend STOP is NOT used.

The STOP line should be positioned a minimum of 1.5 m in advance of the crossing
limit lines, although this can be extended to 2.0 m. The marking should be positioned
at right angles to the centerline of the roadway, even at skew intersections.

It may be necessary to set back the STOP line to allow for positioning of the primary
traffic signal and any pedestrian crossing facility. At difficult sites, STOP lines and
primary signals may need to be located back from the intersection to enable long
vehicles to turn into that roadway without being blocked by vehicles waiting at the
STOP line. This is likely to reduce the capacity of the intersection; an alternative might
be to prohibit a turning movement.

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Figure 3.17 Layout of a Signal Controlled Intersection

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3.1.11 Lines through Intersections

Where roadway design or reduced visibility conditions make it desirable to provide
control or guide vehicles through an intersection (such as skewed, offset, complex
multi-legged intersections with multiple turning lanes), a dotted line shall be used to
extend markings as necessary through the intersection. Marking M106 must be used
in these instances and is illustrated on Figure 3.18. Where central median islands are
present only the lane line need be extended, as shown in Figure 3.18. Where no
physical segregation is provided on the approach arm or exit arm then both lane and
center line markings shall be extended through the intersection.

Figure 3.18 Lines through Intersection Layout

3.1.12 Rural Intersection Layouts

For simple rural intersections where lighting is likely to be limited and the width of the
roadway is likely to vary, two options of delineation are provided where the minor
roadway flow does not exceed 300 vehicles annualized average daily traffic (AADT)
(two-way). The layout on Figure 3.19 is for use on roadways where there is a
minimum of 750 vehicles AADT on the major roadway and minimum width of 6.0 m.
The use of edge lines, solid prohibitory line as centerline on the major roadway, and
lane lines on the approach should be provided.

Where the minor roadway flow does exceed 300 vehicles AADT, the provision of a
right-turn facility such as the provision of auxiliary lanes (Section 3.2.1) should be
considered to aid vehicle movements and improve safety.

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Figure 3.19 Rural Intersection Treatment Option 1

Where the main roadway has a minimum width of 5.0 m and a minimum volume of
250 vehicles AADT, then the solid prohibitory line as the major roadway centerline
should be used only, as detailed on Figure 3.20.

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Figure 3.20 Rural Intersection Treatment Option 2

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3.2 Auxiliary Lanes

This section details the use of auxiliary lanes within the roadway to incorporate
dedicated turning lanes for single roadways and using dedicated right-turning lanes
for certain types of intersection.

3.2.1 Provision of Auxiliary Turn Lanes

The provision of auxiliary turn lanes as left-turn facilities on rural single-lane roadways
is to shelter left-turning traffic on the major roadway and prevent overtaking. It also
can be used where the traffic turning left out of the minor roadway needs to make
the maneuver in two stages. See the QHDM for full design details.

The auxiliary turn lane roadway width is 6 m, where 4 m is the running roadway and
1 m hard-strips are on both sides. Some drivers may try to overtake in this width, and
hatching of the hard strips with marking M110 within the center of the roadway and
marking M111 for the hard strips will discourage such maneuvers.

Figure 3.21 details the layout of the provision of auxiliary turn lanes. The dimensions
of each element of the auxiliary turn lane layout are detailed below.

A bifurcation arrow to marking M407 (see Section 5.5) is used at the start of the direct
taper length. Lane arrows to markings M402 (Section 5.3) shall be introduced. Except
for a short left-turn lane for the left/right stagger, at least two arrows per lane should
be provided whenever possible, the last being opposite the minor roadway entry.

• Turning length (a): This allows long vehicles to position themselves correctly for
the left turn. The turning length should be a minimum of 10 m, measured from the
centerline of the minor roadway. Where capacity calculations indicate there will
be vehicles queuing to turn left from the major roadway, the turning length should
be increased to allow for reservoir queuing.
• Deceleration length (b): At the provision of auxiliary turn lanes on single roadways,
the design speed shall consistently be 50 kph. At this design speed, a deceleration
length of 40 m is adequate to allow maneuvering and deceleration from the
mainline speed to a stop, and shall be the standard length. This shall be inclusive
of a direct taper.
• Through-lane widths (c) is 4 m and left-turning lane width (d) is 3.65 m.
• Physical island width at the crossing point (f) shall be 10 m, including median hard
strips, and the minimum island width (g) shall be 3.5 m.
• The opening in the median (h) for auxiliary turn lane intersections at the crossing
point shall be 15.0 m wide.
• Revers taper (e) is used to facilitate the diverging of traffic on the mainline into the
deceleration length. The dimensions should be as follows:
− 27m – Urban low speed <50kph
− 37m - Urban/Rural high speed >50kph
− 50m – Urban/Rural high speed multi turns >50kph

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Figure 3.21 Provision of Auxiliary Turn Lanes

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3.2.2 Diverging and Merging Auxiliary Lanes at Priority Intersections

At priority intersections, both diverging and merging auxiliary lanes can be provided
to ease vehicle movements and reduce the likelihood of crashes. The QHDM provides
guidance on the warrants for implementing these facilities.

Major roadway traffic, when slowing down on the approach to an intersection to turn
into a minor roadway, may impede following vehicles that are not turning. It is
helpful, therefore, to permit the divergence of the two streams before the
intersection by providing an outside lane auxiliary lane, as detailed on Figure 3.22.

The minimum auxiliary lane lengths are detailed in Table 3.4. In urban situations,
because of the more constrained nature, auxiliary lengths at the 80 kph design speed
may be reduced further (as indicated in brackets) in situations where intersection
spacing is a constraint. The auxiliary lane length is defined as being from the beginning
of the direct taper up to the start of the radius around the corner, as shown on
Figure 3.22. Therefore, the direct taper length is included within the auxiliary lane
lengths stated.

Figure 3.22 Priority Intersection Diverge Auxiliary Lane

Table 3.4 Minimum Auxiliary Lane Lengths on Diverge at Intersections

Design speed (kph) Location Minimum auxiliary lane Direct taper length
length (m) (m)

50 Rural 40 5
80 Rural 80 15
110 Rural 150 25
50 Urban 40 5
60 Urban 50 (40) 10
70 Urban 65 (40) 10
80 Urban 80 (50) 15
Note 1: 60 kph and 70 kph design speeds may occur where diverging auxiliary lane is required from a ramp
(see the QHDM).

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Where vehicles making left turns into the minor roadway (generally on single
roadways) occurs, markings M202 and M204 must be provided at the end of the
auxiliary lane. Where there is no left-turn movement into the side roadway, these
markings are not required. The use of the raised rib marking (marking M108 or M109)
shall be considered for use as well as marking M400 and tubular device M401 and
marking M114 or M115 to discourage late movements into the auxiliary lane.

Providing a merging auxiliary lane allows the minor roadway traffic to accelerate
before joining the faster traffic streams on the mainline. The standard layout and
general road marking arrangements for the auxiliary merging lane is shown on
Figure 3.23.

Figure 3.23 Priority Intersection Merge Auxiliary Lane

Auxiliary lane lengths shall be in accordance with Table 3.5, and these are inclusive of
the direct taper of 35 m at the end of the parallel section. At the commencement of
the merging facility, the merging auxiliary lane must be preceded by a short nose of
40 m length formed from marking M114 or M115, with the option to replace the solid
outer boundary line with raised rib marking M108 or M109.

Table 3.5 Minimum Auxiliary Lane Lengths on Merge at Intersections

Design speed (kph) Location Auxiliary lane length Direct taper length
(m) (m)

80 Rural 165 35

110 Rural 410 35

60 Urban 95 35

70 Urban 95 35

80 Urban 95 35

Note 1: 60 kph and 70 kph design speeds may occur where diverging auxiliary lane is required from a ramp
(see the QHDM).

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Deflection arrows to marking M408 must be provided at the distances detailed in

Table 5.4 in Section 5.6, with the measurement taken from the start of the taper to
ensure adequate warning is provided of the requirement to merge with the mainline.

3.2.3 Dedicated Right-Turn Lanes at Traffic Signals

Dedicated right-turn lanes can be provided at traffic signals to enable vehicles to
proceed to the first exit without having to interact within the center of the
intersection. The determination of whether to include a dedicated right-turn lane for
a traffic-signalized intersection is detailed within the QHDM, as well as the
recommended geometric dimensions for the facilities.

There are two types of control on the exit of dedicated right-turn lanes; these can be
either GIVE WAY or via use of an auxiliary lane and merge and providing a diverge lane
on approach to the right-turn facility. The choice of exit treatment depends on vehicle
flow and speed, as detailed in the QHDM.

When entering a roadway of design speed 50 kph or less, a merge auxiliary lane
should not be provided, and a simple GIVE WAY layout should be provided. A signal
controlled right-turn lane may be incorporated with a pedestrian crossing where
there is high pedestrian demand, as detailed on Figure 3.24.

The layout detailed on Figure 3.25 provides an example layout of a right-turn facility
with the provision of diverging and merging lane. The geometric requirements are as
detailed in the QHDM and Section 3.2.2.

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Figure 3.24 GIVE WAY Controlled Dedicated Right-Turn Lane at Signal Controlled
Intersection

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Figure 3.25 Auxiliary Lane and Merge Dedicated Right-Turn Lane at Signal Control
Intersection

3.2.4 Dedicated Right-Turn Lanes at Roundabouts

The QHDM details the geometric and design requirements for including a right-
turning lane for roundabouts. The layout of the approach and exit for a right-turn lane
can consist of a dedicated lane on entry and exit, diverge and merge taper
arrangement (or in some circumstances GIVE WAY arrangement).

Dedicated lanes on approach and exit (Figure 3.26) provide the highest capacity to a
segregated right-turn lane. They require careful design of signing and road markings
on the approach to avoid driver confusion that may result in lane changing maneuvers
occurring adjacent to the segregated right-turn lane entry. As such, lane destination
arrow markings M402 must be used on approach to the roundabout along with lane
use sign G307. The use of warning line (M102) and chevron marking M114 also should
be used on approach and exit for the separation island.

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Figure 3.26 Roundabout Dedicated Right-Turn Lane Approach and Exit

Diverge taper layouts, as shown on Figure 3.27, are a way of starting a segregated
right-turn lane as an enhancement to an existing layout. Diverging layouts also are
necessary where the approach roadway is a single lane roadway. Chevron marking
M114 must be used on both approach and exit to the dedicated right-turn lane; this
can be supplemented by channelization marking M400 and tubular devices M401.
Edge of roadway marking M106 shall be used on entry and exit along with raised
pavement markers M122. At the start of the diverge bifurcation, arrow marking M407
shall be used as detailed in Section 5.5. The same markings shall be used on the exit of
the lane.

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Figure 3.27 Diverge/Merge Layout for Segregated Right-Turn Lane with Island at a
Roundabout

Where exiting on to a single-lane roadway, a GIVE WAY line arrangement shall be

provided and merging tapers must not be used, refer to Figure 3.28. In this instance,
the GIVE WAY marking arrangement of markings M202 and M204 are to be used.

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Figure 3.28 Physically Segregated Right-Turn Lane with GIVE WAY on Exit at a
Roundabout

3.2.5 Turnout Lanes

Turnout lanes should be used to provide an additional lane to enable faster moving
traffic to overtake slower traffic. The right-hand lane should be a continuation of the
outside lane, with the widening to the left, so slower vehicles do not have to change
lanes at either end. Turnout lanes are required for low-speed rural roadways where
traffic volume warrant their use or need.

A turnout lane is marked with a lane line (marking M100 or M101) separating the two
adjacent lanes, and a double line (marking M117) separating them from the opposing
traffic stream. The double-line system will feature a continuous line on the side of the
overtaking traffic in the turnout lane. On the opposite side where certain criteria are
met, the line may be broken to permit overtaking, as detailed on Figure 3.29. These
criteria are determined as follows:

• Establish the 85th percentile traffic speed for the non-turnout lane direction and
determine from Table 3.6 the appropriate warning line visibility distance W.
• Measure the non-turnout direction visibility with an observer on the proposed
alignment of the double yellow line, but with two targets, one on the proposed
alignment and the other on the lane line separating the two turnout lanes. The
visibility criteria are satisfied only when both targets are simultaneously visible at
a distance W from the observer, and when no part of the sight line to the target

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on the lane line at any point passes over the inside turnout lane (where it could be
obscured by a vehicle). This ensures adequate forward vision for a driver in either
direction who intends using the center lane to overtake.
• Mark each of the points where desirable minimum visibility distance V is lost, and
where it is regained. Each pair of points can now be joined by a continuous line to
create a series of line segments, except where such a segment would be shorter
than V / 4, and would be separated from its preceding and succeeding segments
by at least the relevant V. Such short isolated segments should not be marked as
continuous unless there is justification for retaining them. Otherwise, a continuous
line is used to prohibit overtaking from the non-turnout direction.

Table 3.6 Visibility Distance for Turnout Lanes

85th percentile speed (kph) Desirable minimum visibility Warning line visibility distance
distance V (m) W (M)

Less than or equal to 48 75 115

> 48 to less than or equal to 64 95 160

> 64 to less than or equal to 80 120 195

> 80 to less than or equal to 96 150 240

> 96 175 275

Source: based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 5-2,
Chapter 5

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Figure 3.29 Turnout Lane Layout

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3.3 Interchanges
This section provides details of the common interchanges likely to be encountered
and the road markings that should be used to demarcate them.

3.3.1 Merging/Diverging Slip Ramps

For each merge and diverge location, an auxiliary lane must be used, with the lane
being the same width as the outside lane on the main roadway. The QHDM provides
guidance on the appropriate merge layout based on the design year traffic flows.

On selecting a suitable layout, the principal dimensions of geometric parameters and

corresponding length of markings are detailed in Table 3.7 for merging lanes and
Table 3.8 for diverging lanes with a simple grade separated example shown on
Figure 3.30.

Table 3.7 Interchange Merge Markings

Mainline Nose ratio Nose length (m) Minimum auxiliary Length of auxiliary
design (m) lane length lane taper

speed (m) (m)

(kph) (1) (2) (3) (4)

130 1 in 30 85 190 55

110 1 in 25 75 160 55

80 or less 1 in 15 50 125 40

Table 3.8 Interchange Diverge Markings

Mainline Nose ratio Nose length (m) Minimum Length of auxiliary

design (m) auxiliary lane lane taper
length (m)
sSpeed
(m)
(kph)
(5) (6) (7) (8)

130 1 in 15 70 170 55

110 1 in 15 70 150 55

80 or less 1 in 15 50 125 40

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Figure 3.30 Markings and Raised Pavement Markers at Simple Grade Separated
Intersection

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The nosing of the slip ramp is marked using marking M115 (varied where appropriate
to reverse the direction of the chevrons). Red raised pavement markers are provided
at 3 m centers along the outside of both edges.

The edge line to marking M107 should be continued along the slip ramp. Where
raised rib markings are used, the rib spacing should be reduced to 250 mm on freeway
slip ramp. Red reflecting raised pavement markers should be used on the outside lane
and amber on the inside lane, both at 18 m centers.

The main roadway edge line to marking M107 should change to marking M106, with
green reflecting raised pavement markers at 8 m centers, across the slip ramp over
which traffic joins or leaves. Along the same length, the spacing of the red raised
pavement markers associated with the edge line marking M107 at the outside lane of
the slip ramp should be reduced from 18 m to 9 m. The bifurcation arrow to marking
M407 is used as shown on Figure 3.30. Deflection arrows to marking M408 shall be
used within the merge lanes at the distances listed in Table 5.4 and shown on Figure
3.31.

Conventional lane lines to marking M100 or M101 on the main roadway should be
continued through the intersection, while marking M400 can be used at the end of
the nose to aid in averting early merge maneuvers, as shown on Figure 3.31.

Two-lane merges are not desirable, but where the mainline has three or more
upstream lanes, a two-lane merge without a lane gain can be introduced. An entry
layout for two-lane slip ramp is shown on Figure 3.31. The road markings and raised
pavement markers are the same as detailed on Figure 3.30, except for the existence
of two auxiliary lanes and auxiliary tapers and the provision of warning lines to
marking M103 on approach to the merge location within the slip lane.

Figure 3.31 Entry Layout for Two-Lane Merge Roadways

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For two-lane diverges, a staggered layout similar to that for two-lane merges shall be
used, as detailed on Figure 3.32. Lengths for the relevant elements of the diverge lane
layout are based on mainline speeds and detailed in Table 3.8. The same road
markings as shown on Figure 3.30 should be used for the layout except for providing
marking M103 warning lines within the diverge lane to separate the two diverging
traffic streams.

Figure 3.32 Entry Layout for Two-Lane Diverge Roadways

3.3.2 Lane Gains

The principal dimensions for lane gain scenarios are given in Table 3.7, and the
relevant design standards for lane gains are provided in the QHDM.

Figure 3.33 to Figure 3.35 detail the standard road marking arrangement for three
separate lane gain layouts. The layouts provided are for high-speed roadways, and
therefore, the longer size of warning and arrow markings are denoted on the layouts.
When lane gains are implemented on lower-speed roadways, then the smaller size of
marking shall be used.

In lane gain situations, the lane markings M100 or M101 on both the main roadway
and the slip ramp shall change to warning lines M102 or M103 for a distance of least
200 m from the tip of the nose on approach to the lane gain and continue for at least
200 m beyond the end of nose.

The straight-ahead arrow marking M402-S shall be placed on the joining (additional)
lane or lanes and on the original right lane of the main roadway at the point they
come together, to discourage premature lane changing. Marking M400 and the
tubular channelizing device M401 also can be used for this purpose.

Figure 3.33 details the road marking layout for a single-lane gain situation, while
Figure 3.34 shows the layout for a merge and lane gain situation. In this instance, the
road markings as detailed in Section 3.3.1 above shall be used on the right-hand lane

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of the merge/lane gain situation. Figure 3.35 details the layout of a two-lane gain
situation, where the straight-ahead arrow M402-S shall be placed in both new lanes
and the original main roadway lane.

For lane gain situations, the information guide signs G115 and G116 shall be used on
both the main roadway and for the lane or lanes that are gained. The signs should be
altered by adding or reducing straight-ahead or lane gain arrows to suit the roadway
layout that shall be encountered (see Chapter 2, Section 2.6.2 of Part 4: Guide Signs).

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Figure 3.33 Single-Lane Gain Figure 3.34 Lane Gain with Parallel Merge

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Figure 3.35 Two-Lane Gain

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3.3.3 Lane Drops

A standard lane drop layout for high-speed roadways is shown on Figure 3.36. The
lane markings dividing the through lanes from the lane to be dropped should change
to marking M103 at the 1 kilometer (km) far advance directional guide sign (FADS).
From the 500 m advance directional guide sign (ADS) to the diverge nose tip, the
marking changes to marking M106. Raised pavement markers used in conjunction
with marking M106 must be green. The raised pavement markers will be spaced 18 m
apart from the 500 m ADS to the FADS, then at 8 m centers to the tip of the diverge
nose. On lower-speed roadways, or where the advance directional guide signs are
sited at less than 500 m from the intersection, the lane drop markings will commence
later and the raised pavement marker spacing adjusted to suit.

Figure 3.37 details a lane loss with a diverge scenario. The markings and dimensions
for the diverge are the same as those detailed in Section 3.3.1 while the lane loss
markings are the same as those detailed for the standard layout above. To discourage
late entry, a channelization line to marking M400 (see Section 5.1) can replace the
final section of marking M106, illustrated on Figure 3.36. The length over which the
channelization line develops can be variable but must not replace all of marking
M106; in most instances, this marking will only be required for the final approach to
the lane loss.

Figure 3.38 provides details of the road markings required for a two-lane loss
scenario. The lane loss markings are the same as those detailed for single-lane loss
situation; the variation is that the dividing line marking between the lanes being lost
alters from the lane marking M101 to the warning marking M103 at the 1 km FADS.

When lanes are lost on lower-speed roadways, then the lane and warning lines
detailed in this section will be altered to the smaller length markings M100 and M102.

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Figure 3.36 Standard Lane Drop Figure 3.37 Lane Drop with Diverge

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Figure 3.38 Two-Lane Drop

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3.4 Expressway Intersections

This section details various road-marking layouts for typical expressway and grade-
separated intersections. The markings used are combinations of those detailed
elsewhere in this manual, and the relevant sections are referenced where required.

3.4.1 Typical Rural Intersection

Typical rural intersections will use merging and diverging slip ramps (Section 3.3.1)
where leading to on/off ramps that join the minor roadway. Depending on flow and
other determining factors, these ramps generally will end at a roundabout
intersection, priority intersection, or in rare circumstances signal control. A typical
layout is shown on Figure 3.39.

Figure 3.39 Typical Rural Grade-Separated Intersection Treatment

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3.4.2 Typical Urban Cross Roadway with Ramp Treatment

This type of intersection is likely to be found at urban expressways with the ramps
ending at grade-separated signalized intersections with free right-turn lanes. See
Sections 3.1.10 for details on the relevant road markings prescribed for intersections
of this design. Figure 3.40 details the typical road marking arrangement for an urban
cross roadway.

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Figure 3.40 Typical Urban Grade-Separated Cross-Roadway Intersection

3.4.3 Trap Lanes at Expressway Exits

The right-hand merging lane becomes the exit lane for the next downstream closely
spaced intersection. The use of warning, lane directional arrows, and bifurcation

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arrows are essential in this situation to provide as much guidance to drivers as

possible, as shown on Figure 3.41.

Figure 3.41 Entry Ramp Continues as Trap Lane to Next Exit

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4 User-Specific Markings
This section details user-specific markings that can be used to delineate various
facilities such as those for toll lanes, pedestrians, bicyclists, buses, trucks, trams, rail,
and high occupancy situations.

4.1 Toll Lanes

This section details the road markings used for delineating toll roadways and plazas.
Within this section, three specific toll roadway functions are designated: electronic
toll collection (ETC), high occupancy toll (HOT), and open roadway tolling (ORT). Toll
lanes might be operated full-time (24 hours per day on all days), for extended periods
of the day, part-time (restricted usage during specific hours on specified days), or on a
variable basis (such as a strategy for a managed lane).

Table 4.1 details the size identifiers used within this section, which are based on the
height of the worded legend. Table 4.2 provides a list of the specific toll lane markings
contained within this section. Where no size identifier is shown for specific markings,
details of the sizes can be found in the relevant drawing and text.

Table 4.1 Size Identifier for Toll Lanes

Size identifier (mm)

A B C D E

Worded legend height 1680 3365 - - -

Table 4.2 Toll Lane Markings - Marking Numbering with Size Identifier

Toll lane road markings

Road Marking Marking Number and size identifier

STOP line M200

High occupancy toll lane M300A

M300B

Electronic toll lanes M301A

M301B

Open roadway tolling M302A

M302B

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When a lane is assigned full or part-time to a particular class or classes of vehicles, the
lane word and symbol markings and the lane longitudinal markings described in this
section shall be used. Longitudinal road markings, as well as word and symbol road
markings, associated with a toll lane shall end where the toll lane ends.

Lane word and symbol markings shall be white and shall be positioned laterally in the
center of the preferential lane.

4.1.1 Worded Legend

Where a toll lane exists adjacent to a general-purpose lane, the toll lane shall be
marked with one or more of the following symbol or word markings for the
preferential lane use specified:

HT – High occupancy toll lanes marking M300

M300

ET – Electronic toll lanes marking M301

M301

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OT – Open roadway tolling marking M302

M302

The length of letters should be not less than 1.68 m in urban areas; but on high-speed
roadways and freeways, the letters should be 3.365 m.

Markings spaced as close as 25 m apart might be appropriate on city roadways, while

markings spaced as far as 300 m apart might be appropriate for freeways. In addition
to a regular spacing interval, the word marking should be placed at strategic locations
such as major decision points, direct exit ramp departures from the lane, and along
access openings to and from adjacent general-purpose lanes.

If two or more lane uses are permitted in a single lane, the word marking for each
preferential lane use shall be installed.

4.1.2 Longitudinal Markings

Toll lanes can take many forms depending on the level of usage and the design of the
facility. They might be barrier-separated or buffer-separated from the adjacent
general-purpose lanes, or they might be directly adjacent to general-purpose lanes.

Longitudinal road markings for toll lanes are detailed in Table 4.3 with layout
examples provided on Figure 4.1 to Figure 4.9.

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Table 4.3 Toll Lanes Longitudinal Road Markings

Type of lane Left-hand edge line Right-hand edge line

Barrier-separated, non- Standard edge of roadway marking M107 Standard edge of roadway marking M107
reversible (see Figure 4.1)

Barrier-separated, Standard edge of roadway marking M107 Standard edge of roadway marking M107
reversible (see Figure 4.2)

Buffer-separated, left- Standard edge of roadway marking M107 Marking M117 where crossing is prohibited.
hand side Raised edge marking as detailed in Section
2.5 can be used. The chevron element from
Marking M115 can be used within the
buffer area (see Figure 4.3 and Figure 4.4)
A wide broken single white line along both
edges of the buffer space where crossing is
permitted, marking M102 / M103 (warning
line) (see Figure 4.5)

Buffer-separated, Marking M117 where crossing is prohibited. Standard edge of roadway marking M107
right-hand side Raised edge marking as detailed in Section 2.5
can be used. The chevron element from marking
M115 can be used within the buffer area.
A wide broken single white line along both edges
of the buffer space where crossing is permitted,
marking M102 / M103 (warning line).
A wide dotted single white line within the buffer
space where crossing is permitted for any vehicle
to perform a right-turn maneuver (marking
M106) (see Figure 4.6)

Contiguous, left-hand Standard edge of roadway marking M107 Marking M117 where crossing is prohibited
side (see Figure 4.7).
A wide broken double white line where
crossing is permitted, marking M102 /
M103 (warning line) (see Figure 4.8)

Contiguous, right-hand Marking M117 where crossing is prohibited. Standard edge of roadway marking M107
side A wide broken double white line where crossing
is permitted, marking M102 / M103 (warning
line).
A wide dotted single white where crossing is
permitted for any vehicle to perform a right-turn
maneuver (marking M106).
(see Figure 4.9)
Source: based on US MUTCD for Streets and Highways. 2009, Table 3D-1, Chapter 3D

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Figure 4.1 Barrier-Separated, Non-Reversible Toll Lane

Figure 4.2 Barrier-Separated, Reversible Toll Lane

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Figure 4.3 Buffer-Separated, Left-Hand Side, Crossing Prohibited Toll Lane

Figure 4.4 Buffer-Separated, Left-Hand Side Crossing Prohibited with Chevrons Toll Lane

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Figure 4.5 Buffer-Separated, Left-Hand Side Crossing Permitted Toll Lane

Figure 4.6 Buffer-Separated, Right-Hand Side, Permitted Right-Turn Toll Lane

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Figure 4.7 Contiguous, Left-Hand Side, Crossing Prohibited Toll Lane

Figure 4.8 Contiguous, Left-Hand Side, Crossing Permitted Toll Lane

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Figure 4.9 Contiguous, Right-Hand Side, Permitted Right-Turn Toll Lane

4.1.3 Markings for Toll Plazas

At toll plazas, road markings identify the proper lane(s) to use for the type of toll
payment they plan to use, channelize movements into the various lanes, and
delineate obstructions in the roadway.

When a lane on the approach to a toll plaza is restricted for use by vehicles with
registered electronic toll (ET) lanes accounts, the ET word markings described in
Section 4.1.1 and the lane longitudinal markings described in Section 2.1 shall be
used. When one or more ORT lanes that are restricted for use by vehicles with
registered ET accounts bypass a mainline toll plaza on a separate alignment, these
word markings and longitudinal markings shall be used on the approach to the point
where the ORT lanes diverge from the lanes destined for the mainline toll plaza.

Preferential lane-use symbol or word markings may be omitted at toll plazas where
physical conditions preclude use of the markings.

If an ORT lane that is immediately adjacent to a mainline toll plaza is not separated
from adjacent cash payment toll plaza lanes by a curb or barrier, then longitudinal
road markings that prohibit lane changing should be used to separate the ORT lane
from the adjacent cash payment lane.

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4.2 Pedestrian Paths and Facilities and Animal Crossings

This section details the road markings to be used that provide guidance for
pedestrians who are crossing roadways by defining and delineating paths on
approaches to and within signalized intersections, and on approaches to other
intersections where traffic stops.

In conjunction with signs and other measures, markings help alert road users of a
designated pedestrian crossing point across roadways at locations that are not
controlled by traffic control signals or STOP or GIVE WAY signs.

Table 4.4 provides a list of the specific pedestrian facility markings contained within
this section. There are no standard size identifiers for this section; specific marking
dimensions are in the relevant drawing and text.

Where pedestrian facilities are marked within the roadway, pedestrian crossing
markings, whether for signalized locations or zebra controlled, shall be marked using
thermoplastic material. For those pedestrian crossing locations that are uncontrolled,
then no marking is warranted, as this is not a specific type of crossing.

Table 4.4 Pedestrian Markings - Marking Numbering

Pedestrian facility road markings

Road Marking Marking Number

Transverse crossing limit marking for signalized M310

crossings

Zebra marking for non-signalized crossings M311

Zigzag markings M312

Camel crossing M313

4.2.1 Signalized Crossings

Where the crossing is controlled by pedestrian actuated traffic signals or is at a traffic-
signal controlled intersection, marking M310 shall be used to delineate the crossing
limit and consists of a 1 m line with a 300 mm gap. The marking shall be positioned
approximately 500 mm beyond the primary signal post and 1.5 to 2.0 m from the
vehicle STOP line marking M200.

Where a mid-block pedestrian actuated crossing is deployed, the marking remains the
same but with the addition of zigzag markings as described in Section 4.2.3, and the
distance between markings M310 and M200 is increased to 6 m.

The width of the crossing is dependent on pedestrian flow. Further details are
provided in Part 8 of the QHDM.

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M310

4.2.2 Zebra Markings

Marking M311 is used to define an area of roadway that may be used by pedestrians
for crossing the roadway at non-signalized crossing areas.

M311
The marking consists of alternate colored stripes; the white stripes may be
illuminated with retroreflecting material. The roadway surface shall be used to
represent the black stripes if it provides a reasonable contrast with the white. Where
there is poor contrast, then the black stripes may also be marked on the roadway.

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The width of a pedestrian crossing is determined by the pedestrian flow. An extra

0.5 m should be added to the minimum width of 3.0 m for each 125 pedestrians per
hour above 600, averaged over the 4 peak hours, up to a maximum width of 10 m.

The black and white stripes shall be laid across the full width of the roadway, and the
stripes immediately adjacent to the edge of the roadway must be black and not more
than 1.3 m wide. All other stripes, both black and white, must be of equal width and
not less than 400 mm or more than 600 mm wide.

The zebra crossing marking should be marked at non-signalized intersections or other

locations in accordance to the QHDM.

4.2.3 Zigzag Markings

Marking M312 may be provided in advance of markings M310 where the crossing is
not at a signalized intersection and in advance of marking M311. It not only warns of
the presence of the crossing but also means that no vehicle may stop within the
length of the marking except to permit a pedestrian to cross the roadway. The
individual marking is 2 m long angled between two guidelines 500 mm apart with
each mark separated by 15.0 mm.

At the end of a set of zigzag marks, a terminal bar must be provided, which is 200 mm
wide and 600 mm long.

M312

The standard pattern of zigzag markings consists of twelve 2 m marks and terminal
bar. A layout of marking M312 is shown on Figure 4.10. The GIVE WAY line consists of
a single broken line comprising 500 mm marks and 500 mm gaps; the line is 200 mm
wide and extends across the roadway for the number of lanes on approach.

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Figure 4.10 Layout of Zigzag Markings for Pedestrian Crossing

At uncontrolled crossings, markings M311 and M312 will be positioned as illustrated

on Figure 4.11 and Figure 4.12. If necessary, sign R138 is used to prevent parking on
the exit from the crossing. The GIVE WAY line is normally sited between 1.1 and 3 m
from the edge of the stripes on the crossing.

Figure 4.11 Layout of Uncontrolled Pedestrian Crossing on Single Roadway

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Figure 4.12 Layout of Uncontrolled Pedestrian Crossing on Divided Roadway

Where used at a signalized mid-block crossing, the GIVE WAY marking is substituted
for the marking M200 STOP line as shown on Figure 4.13 and should be sited 6 m
from the edge of crossing limit marking M310.

Figure 4.13 Layout of Signalized Mid-Block Pedestrian Crossing

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4.2.4 Camel Crossing

Where camels, or other animals, cross the roadway at specific locations (for example,
between grazing or farm facilities), roadway marking M313 must be used to delineate
the crossing area. The marking should only be used where animals cross regularly.
Warning signs W409 must accompany the marking. Where animals are known to
cross over large areas of unfenced land, the marking should not be used, as there is
no guarantee animals will cross at known locations. The marking is white and consists
of 400 mm by 400 mm markings at 400 mm spacing.

M313

4.3 Bike Paths and Facilities

Bike facilities take the form of bike paths that are separate from the roadway and
meet up with the roadway only to cross or join it. For details of bike infrastructure
dimensions, refer to the QHDM.

Where a pedestrian path that runs adjacent to a building line that has access onto the
path, then the pedestrian element of the path must be closest to the building.

Table 4.5 provides a list of the specific bike facility markings contained within this
section. There are no standard size identifiers for this section; specific marking
dimensions are in the relevant drawing and text. The exception to this rule is the
direction arrow, which has the following directional identifier:

• L = left
• S = Straight ahead
• R = Right

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Table 4.5 Bike Facility Markings - Marking Numbering

Bike road markings

Road marking Marking number and size identifier
Solid separation lines (directional separation) for use on M320
shared paths
Intermittent separation lines (directional separation) for M321
use on shared paths
Solid separation line (user separation) for use on M322
separated paths
Raised separator M323

Cycle symbol M324

Pedestrian symbol M325

M326-L
Direction arrow
M326-S
M326-R
M326-L/S
M326-R/S
M326-L/R

STOP line (half size) M327

STOP legend (half size) M328

GIVE WAY line (half size) M329

GIVE WAY triangle (half size) M330

Cycle crossing symbol M331

4.3.1 Bike Path and Sidewalk Provisions

This section deals with sidewalks and off-roadway paths that cater for bicyclists,
either exclusively or jointly with pedestrians. Paths used jointly by pedestrians and
bicyclists may operate either as:

• Shared paths on which pedestrians and bicyclists share the same space, and there
may be separation of the two directions of travel by a longitudinal line or road
markings, or both.

• Separated paths on which bicyclists are separated from pedestrians by a

longitudinal line or raised separator, or by use of contrasting roadway material, if
a different colored roadway is used to denote a bike only path then this should
be green.

The choice of markings permitted for use for both types of sidewalk provision are:

• Markings M320 and M321 separation lines (directional separation) for use on
shared paths to separate opposing flows of travel where required. Marking M320
is an unbroken 80 mm wide white marking, and marking M321 is a broken 80 mm
wide marking consisting of a 1 m line and 5 m gap.

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M320 M321

• Marking M322 – Separation line (user separation) for use on separated paths to
delineate pedestrian and bicyclist paths. The marking is an unbroken white line
100 mm wide.

M322

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As an alternative to M322, a raised separator line marking M323 can be used, which is
more easily detected by visually impaired and partially sighted pedestrians and is laid
to the dimensions detailed in Figure 4.14.

Figure 4.14 Raised Separator Marking M323

Marking M324 is used to delineate the

bike path and must be white with a size of
1,100 mm by 1,780 mm.

M324
Marking M325 is the pedestrian symbol
used to denote areas of the sidewalk for
pedestrian travel. The marking is white
and 580 mm by 1,200 mm.

M325

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Marking M326 provides direction of

travel information and is suitable for off-
roadway paths and sidewalks only.

M326

Markings M324, M325, and M326 can be used in conjunction with one another. They
should be displayed in the order of bike, pedestrian, and arrow in the direction of
travel and separated from 1.0 to 1.2 m between symbols. The marking should be
repeated at the following locations:

• 10 m from the start and end of a path

• Repeated along length of a path with a maximum distance between markings of
200 m
• At every shared bike, separated bike, and bike or pedestrian only path intersection

Half-size STOP line (marking M327) and GIVE WAY lines (marking M329) can be used
where a GIVE WAY sign (R101) or a STOP sign (R100) is placed to face bike traffic on a
path. A small size STOP legend marking (M328) can be used to reinforce the STOP line,
and a small size GIVE WAY triangle (marking M330) can be used to reinforce the GIVE
WAY requirement.

M327

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M328

M329

M330

4.3.2 Shared Path

This is a path that pedestrians and cyclists may use. It is not necessary to use road
markings for shared paths; however, the markings can be used in certain
circumstances.

Marking M320 can be used as follows:

• On curves where sight distance is poor

• In high volume locations or elsewhere where there is potential for conflict
• On the approaches to path/path intersections

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Marking M321 can be used in all other cases, if required.

The bike/pedestrian symbol groups can be used at a spacing of no more than 200 m
while the direction of travel can be separated by marking M322 and indicated by lane
marking arrows. Typical layouts of shared paths are shown on Figure 4.15.

Figure 4.15 Typical Layouts of Bike and Pedestrian Shared Paths

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4.3.3 Separated Paths

The separate lanes shall be delineated by means of a separation line marking M322 or
a raised separator marking M323. Bike and pedestrian symbols shall be placed in the
relevant lanes at up to 200 m spacing and may be accompanied by direction arrows on
busy paths to encourage users to keep to the right. Where space is available,
consideration should be given to dividing the bike lane into separate directions of
travel by means of separation line marking M322. Typical separated path treatments
are illustrated on Figure 4.16.

Figure 4.16 Separated Bike Path Treatments

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4.3.4 Exclusive Bike Paths

Exclusive bike paths are delineated using markings M320 and M321 with bike symbols
provided at up to 200 m spacing. Either direction arrows, a separation line marking
M322, or both may be used to encourage bicyclists to travel on the right side of the
path. A typical layout is shown on Figure 4.17.

Figure 4.17 Typical Layout of Exclusive Bike Path

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4.3.5 Bike Paths Crossing Roadways

When bike path traffic is required to cross a roadway, one of the following treatments
should be used.

Where roadway traffic volumes are low enough to allow safe gaps for crossing traffic,
either exclusive bike path crossings or joint-use path crossings may be provided
without any controls (i.e., signs, signals or road markings).

If needed to enhance the safety of crossing traffic, the following additional measures
should be considered:

• Where roadway width, approach geometry, and sight distance permit, a refuge
island may be installed to stage path traffic across the roadway as shown in the
example on Figure 4.18. In this arrangement, bicyclists will dismount and yield to
pedestrians then proceed to travel by foot across the roadway.

• The crossing distance may be reduced by providing curb extensions on one or both
sides of the crossing (see Section 7.4).

Figure 4.18 Bike Refuge Crossing

A bike path crossing may be treated as an at-grade intersection where roadway

volumes and/ or speeds are high. The intersection shall be set up to either STOP
(requirements need to be met as detailed in Section 3.1) or GIVE WAY to control the
bike path approaches.

The intersection layout displaying the STOP sign at an exclusive bike path is shown on
Figure 4.19. Half-size STOP line markings are to be used.

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Figure 4.19 Bike Path Crossing

4.3.6 Signalized Bicyclist Crossing Facilities

Where a bike path intersects with a
signalized intersection, or with a roadway
where a signalized crossing is warranted
based on vehicle flows and speeds, then
bicyclists can use specific signalized crossing
facilities. Where bicyclists are allowed to
use these facilities, the area and direction of
crossing will be denoted by the presence of
marking M331. The marking must be laid
with the arrow section of the marking
pointing in the direction of travel that
bicyclists must travel through the crossing.
The width of the crossing depends on the
width of the facility on approach to the
crossing facility. Further details of signalized
M331 crossing facilities for bicyclists are detailed
in Figure 4.20 and Figure 4.21.

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Figure 4.20 Mid-Block Bicyclist Signalized Crossing

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Figure 4.21 Bicyclist Crossing Facilities at Signalized Intersections

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The above layout shall only be used where a bike path joins with a signalized
intersection and must not be introduced on its own or where bicyclists are made to
dismount, at which point they become pedestrians. Figure 4.21 details a single
direction bike crossing facility. Where bike numbers are high, multidirectional bike
crossing facilities can be introduced to minimize user conflict. These can be placed
adjacent to one another or on opposite sides of the pedestrian crossing area. Cyclist
shall not be allowed to cross the intersection with left-turning traffic and shall always
use designated path of crossing.

4.4 Bus Lanes and Facilities

Bus lanes and bus facilities are those that are reserved for the use of buses and can be
in operation at all times or part-time; for instance, the bus lane may only need to be
in operation during the peak hours to facilitate movements and encourage
sustainable travel. The times of operation for a bus lane will be displayed on
accompanying upright signs.

Table 4.6 provides a list of the specific bus facility markings contained within this
section. There are no standard size identifiers for this section; specific marking
dimensions are in the relevant drawing and text.

Table 4.6 Bus Facility Markings - Marking Numbering

Bus facility road markings

Road Marking Marking Number and size identifier

Solid full time separation line M340

Intermittent part-time line (3m line 9 m gap) M341

Intermittent part-time line (9m line 3 m gap) M342

Start of bus lane M343

Bus lane symbol M344

Bus stop symbol M345

Bus stop solely within roadway M346

Bus stop partially in roadway M347

Bus stop in lay-by M348

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4.4.1 With-Flow Bus Lanes

With-flow bus lanes are lanes buses travel in the same direction as traffic in the
adjacent lane. Where roadways are wide enough, the bus lane should be 4.25 m wide,
with a minimum preferred width of 4 m.

Bus lanes can be full- or part-time (with the times displayed in the accompanying
upright signs) but are marked in a similar fashion except for the separation line
between the bus lane and rest of the roadway. The varying lines to delineate the bus
lane are detailed below.

Full-time bus lane – unbroken white line 150 mm wide to marking M340. The solid
line denotes the bus lane is permanent and cannot be crossed at any time (except in
emergencies).

M340

Part-time bus lane – broken white line 150 mm wide with 3 m line and 9 m gap
(marking M341) if it is a traffic lane at other times, or 9 m line and 3 m gap (marking
M342) if at other times it is a parking or special lane.

M341

These intermittent lines can only be crossed when the bus lane is not in force, as
detailed by upright signs.

M342

The continuity line marking M343, which consists of 1 m line and 3 m gap with a width
of 150 mm, shall mark the start of the bus lane. This shall extend for a distance of 35
m from the start of marking M343.

M343

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This is the same for either full- or part-time bus lanes. To provide advanced guidance,
deflection arrows to marking M408 also should be placed 15 and 30 m upstream of
the start of the taper. The arrows should be 6 m long for posted speeds up to 80 kph
and 9 m for 100 kph and 120 kph.

The continuity line marking M343 also is used on the approach to an intersection
where the lane may be entered by traffic that was prohibited but needs to make an
allowed movement.

For full-time bus lanes, the bus symbol marking M344 shall be marked on the roadway.
Roadway messages are optional on part-time lanes and should not be used if they could
mislead road users when the lane is not in operation. The bus symbol should be used at
the start of the lane and after every intersection and/or every 200 m.

M344

Figure 4.22 and Figure 4.23 shows the standard layout of full-time and part-time bus
lanes, while Figure 4.24 shows the layout of the approach to signalized intersections
where there is no separate bus signal. Figure 4.25 provides details of a short bus
priority lane in conjunction with a dedicated bus only early start signal phase.

Full-time bus lanes can be colored red to provide greater clarity and discourage
encroachment from other vehicles. Colored surface treatment should not be applied
to part-time bus lanes, as this could lead to confusion to motorists.

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Figure 4.22 Standard Layout of Full-Time Bus Lane

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Figure 4.23 Standard Layout of Part-Time Bus Lane

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Figure 4.24 No Separate Bus Signals on Approach to Traffic Signals

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Figure 4.25 Bus Lane on Approach to Signal Controlled Intersection with Bus
Only Phase

4.4.2 Bus Only Roadways

Where roadways are reserved for the use of buses only, the entry should be marked
with marking M344 and must be accompanied by sign R504.

4.4.3 Bus Stop Markings

The markings M346, M347, and M348 delineate the limits of a bus stop in which
other vehicles are prohibited to stop and should be accompanied by upright sign
R506. The three variants of the marking are to allow for three possible situations that
may occur onsite. Marking M346 shall be used where the bus stop is solely within the
confines of the roadway. Marking M347 shall be used for a bus stop occupying the
entire width of a lay-by, and M348 shall be used for a bus stop that occupies the part
of a lay-by (see Figure 4.26).

The solid yellow line at the rear of the marking prevents vehicles from stopping for at
least part of the day. The prohibition can be extended to 24 hours if appropriate by
omitting the times from the sign. The line should be 200 mm wide where the posted
speed is 80 kph or less, and 300 mm where it is greater than 100 kph.

The road marking bus symbol M345 must be used within all types of bus stop and
varies from marking M344 in that it depicts the front of the bus rather than a
side view.

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M345

Both the bus symbol and the broken line delineating the stopping area must be
colored yellow. Only one size of marking is prescribed for a bus stop on the main
roadway. When the bus stop is off-line (Figure 4.26), the width of the edge line should
be 100 mm when the posted speed is 60 kph or less, 150 mm when it is 80 kph, and
200 mm when it is greater than 100 kph. If the bus stop occupies only partly off-line,
the broken edge line within the length of the bus stop would be colored yellow, while
that beyond it would be white.

Where the stop serves frequent or multiple services or vehicles with different
entrance positions, the length of the bay may be increased in increments of 2 m. The
bus symbol should be used once for every complete length of 4 m, with spacing
between each symbol and end of the bay equidistant. Dimensions of bus facilities are
detailed in the Planning Standards for Provision of Bus Service Infrastructure Design
Guidelines.

M346

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Figure 4.26 Layouts of Bus Stop Markings

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4.5 High Occupancy Vehicle Lanes

High occupancy vehicle (HOV) lanes are reserved for use at peak travel times, or
longer for exclusive use of vehicles with a driver and one or more passengers,
including carpools, vanpools, and buses. The normal minimum occupancy level is two
or three occupants.

HOV lanes are marked in the same manner as bus lanes with regard to using
longitudinal lines, a continuity line, and deflection arrows. Figure 4.27 provides an
example of a typical HOV lane layout.

The worded markings M350 and M351 are used at the start of the lane and after
every intersection and/or every 200 m. The height of letters should be not less than
1.68 m in urban areas; on high-speed highways and freeways, the letters may need to
be at least twice this height.

Table 4.7 details the size identifiers used within this section, which are based on the
height of the worded legend. Table 4.8 provides a list of the specific HOV lane
markings contained within this section. Where no size identifier is shown for specific
markings, details of the sizes are in the relevant drawing and text.

Table 4.7 Size Identifier for High Occupancy Vehicle Lanes

Size identifier (mm)
A B C D E
Worded legend height 1680 3365 - - -

Table 4.8 High Occupancy Vehicle Lane Markings - Marking Numbering with Size
Identifier
High Occupancy Vehicle Lane road markings
Road marking Marking number and sign identifier

T2 legend marking M350A

M350B
T3 legend marking M351A
M351B

M350 M351

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Figure 4.27 Layout of HOV Lane

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4.6 Truck Lanes

A truck lane is a restricted traffic lane reserved at peak travel times or longer for
exclusive use of trucks or other vehicles permitted by regulations. Truck lanes are
marked in the same manner as bus lanes (Section 4.4.1) with regard to using
longitudinal lines M340 to M342, continuity line M343, and deflection arrows.

The truck symbol marking M352 is used at the start of the lane and after every
intersection and/or every 200 m.

M352

4.7 Tram Lanes and LRT, Crossings, and Facilities

This section provides detailed guidance on the use of road markings for tramways.
Tramways may be categorized as follows:

• Integrated on-roadway tramways where part of the roadway occupied by the rails
may be used by other vehicles or by pedestrians
• Off-roadway tramways (see Section 4.7.2) where the alignment of the track is
wholly separate from the roadway

Table 4.9 provides a list of the specific tram facility markings contained within this
section. There are no standard size identifiers for this section, specific marking
dimensions can be found in the relevant drawing and text.

Table 4.9 Tram Road Markings - Marking Numbering

Tram road markings

Road marking Marking number

Transverse Tram STOP line M360

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4.7.1 Integrated Tramways

Where a roadway is crossed by a segregated tramway that operates as a signaled
railway, the intersection should be signed and marked in the same way as a railway
level crossing (see Section 4.8.1) using the appropriate vertical tram signs.

Intersections with heavy traffic flows or restricted visibility (including those that
normally would be signed with sign R100 STOP sign) should be controlled by traffic
signals with the special white signals for tramcars (as detailed in Section 7 of Part 5:
Traffic Signals).

Where the route is for tramcars only, the transverse tram STOP line marking M360
(Figure 4.28) is provided at right angles to the tracks, positioned a minimum of 1.5 m
before the primary tram signal (2.5 m where practicable). If trams are running with
other vehicles but not segregated from them with a physical refuge, the STOP line
marking M200 is used from the curb to the centerline. The tram STOP line may be
used in addition, either just in front of or just beyond the STOP line; this might be
necessary to facilitate swept paths or where primary tram and other traffic signals are
not co-located. If the tram route is segregated from other traffic by a refuge, the
respective STOP line is used on each side.

Figure 4.28 Transverse Tram STOP Line Symbol M360

At priority intersections, roadways carrying tramways should be treated as the major

roadway. Where the minor roadway normally would be provided with a vertical GIVE
WAY sign R101, as well as the GIVE WAY markings M202 and M204 (see Sections 3.1.3
and 3.1.4), this should be replaced with STOP sign R100, transverse STOP line marking
M200, and STOP legend marking M201.

Transverse markings on roadways joining a tram route should be placed outside the
swept path of the tramcars. Tramcars are significantly wider than the tracks on which
they run, and the overhang increases on curves. The swept path (which is the
developed kinematic envelope plus a safety margin, typically 300 mm) may be
indicated by using color, texture, or differences in level. It may also be shown using
marking M106 (edge of roadway).

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The swept path should be shown where it is not apparent from the roadway or curbs.
Where there is on-street parking, it is essential that the swept path is visible to ensure
vehicles are not left in a position to obstruct trams.

Where it is important that drivers of both trams and other vehicles can readily identify
the swept path, marking M106 is normally used. It should be laid along the edge of
the swept path and be 150 mm wide.

Where a tramway passes through a yellow box marking, the swept path should be
indicated as shown on Figure 4.29. The yellow markings should be terminated on
either side of the swept path with a 200 mm wide boundary line. In these
circumstances, the swept path is for the guidance of tram drivers only, so it is not
necessary to continue marking M106 through the box.

Where yellow box markings (M207) are laid at an intersection in accordance with
guidance in Section 3.1.9, the yellow marking should not be laid on the running rails
or check rails of the tramway (Figure 4.29).

Figure 4.29 Layout of Box Intersection

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4.7.2 Off-Roadway Tramways

Where a tramway diverges from an integrated system at a shallow angle onto a
reserved length of track or to a tram stop, care needs to be taken to ensure other
drivers do not follow the tracks; this is particularly hazardous where the roadway
deviates leaving the tracks to carry straight on. Road markings are essential, in
addition to appropriate vertical signing.

An edge line to marking M107 should be provided, following the edge of the main
roadway at an angle across the tram tracks (Figure 4.30). The line should be
discontinued where it crosses the running and check rails, but resumed in the space
between the rails. This line should be supplemented by reflecting raised pavement
markers of the appropriate color (see Section 2.9).

Any raised pavement markers laid within 2 m of the running rail should be of plastic
construction. Physical measures to dissuade other vehicles from being driven along
the tram track are recommended (e.g., the edge line may be supplemented by a low
curb painted alternately black and white) (see Section 2.12).

Warning line marking M102 or M103 (see Section 2.2) is laid in the center of a single
roadway, and in place of lane lines on multi-lane roadways, following the line of the
main roadway, as shown on Figure 4.30.

A minimum of three arrows should be used to guide vehicles past the divergence. The
final arrow (3) should be positioned immediately after the point of divergence. The
second and first arrows (2) and (1) should be placed before the point of divergence at
distances equivalent to 1 and 3 seconds of travel respectively. These distances are
detailed in Table 4.10.

Table 4.10 Arrow Positions for Tramway Diverge

Posted speed (kph) Distance from point of divergence

Arrow number

1 2 3

50 40.5 13.5 0

80 67.5 22.5 0

100 81.0 27.0 0

120 94.5 31.5 0

Source: based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 18-1,
Chapter 18

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Figure 4.30 Tramway Diverge Layouts

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The appropriate type of arrow marking (M402 or M408) depends on the nature of the
divergence, and is indicated in Table 4.11 and Figure 4.30, although arrow 1 has been
omitted from the layouts for clarity. If the layout of the roadway is such that drivers
might mistake arrow (1) or (2) as an indication to move to the next lane, then it
should be omitted.

Table 4.11 Type of Arrow for Tramway Divergence

Divergence Figure Arrow type

reference
Arrow number

1 2 3

Tracks diverge from roadway 60 M402 M402 M402

Roadway diverges to right 60 M408 M408 M408

Roadway diverges to left 60 M408 M408 M402

Source: Based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 18-2,
Chapter 18.

4.7.3 Tram Stops

On modern tramways, tramcars stop at purpose-built platforms to help passengers to
board. These are readily recognizable by other traffic, and the raised platform makes
it unattractive for other vehicles to park there, so there should be no need for
clearway markings of the kind used at bus stops.

Where a tram stop platform is located on a length of roadway shared with other
traffic, it is sometimes necessary for the raised platform to project into the roadway
to ensure it is close enough to the tram for passengers to board. The end of the
platform facing approaching traffic should be protected by curbing or surface
treatment or by hatched road marking M110 (see Section 2.6) to guide other traffic
away from the end of the platform. Hazard reflectors might also be necessary.

Where the track leading to the tram stop diverges from the main roadway at a
shallow angle, the techniques described in Section 4.7.2 should be used.

4.8 Railways and Metro Lines, Crossings, and Facilities

This section details the types of road marking to be used to both warn and control
traffic, pedestrians, and bicyclists in advance of railway or metro line crossings for use
on private roadways, including those at depots and freight yards. Three types of level
crossings can be implemented:

• Automatic half barrier crossing (AHBC)

• Automatic open crossing, locally monitored (AOCL)
• User-worked crossing (UWC)

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Table 4.12 details the size identifiers used within this section, which are based on the
height of the worded legend. Table 4.13 provides a list of the specific rail facility
markings contained within this section. Where no size identifier is shown for specific
markings, details of the sizes are in the relevant drawing and text.

Table 4.12 Size Identifier for Rail Facilities

Size identifier (mm)

A B C D E

Worded legend -
3365 6150 - -
height

Table 4.13 Rail Facility Markings - Marking Numbering with Size Identifier

Rail road markings

Road marking Marking number and size identifier

X marking M370A
M370B

4.8.1 Level Crossings/ Railroad Crossings

4.8.1.1 Transverse Markings

Transverse road markings should extend across the right-hand half of each two-way
roadway or across the full width of a roadway that either is one-way or has no
centerline marking.

Where roadway traffic light signals are installed (AHBCs and AOCLs), transverse STOP
line marking M200 is provided at right angles to the roadway on each approach
approximately 1 m before the primary traffic light signal. At AOCLs, this is increased to
2 m. Figure 4.31 details the standard layout of an AHBC crossing, and Figure 4.32 an
AOCL crossing.

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Figure 4.31 Automatic Half Barrier Crossing

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Figure 4.32 Automatic Open Crossing

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For UWCs where a STOP sign is provided, a transverse STOP line to marking M200 and
the word STOP marking M201 also is provided unless the roadway surface is
unsuitable. If the surface is not suitable, then a short length of roadway surfacing
should be implemented. Figure 4.33 details the standard layout of the UWC crossing.

Figure 4.33 User Worked Crossing

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At AHBCs and AOCLs, a pedestrian GIVE WAY line to marking M329 should be
provided across sidewalks. It also should be extended across the left-hand side of a
roadway marked with a centerline, but this is not necessary where guardrails are
between the roadway and the sidewalk.

The pedestrian GIVE WAY line should be at right angles to the roadway. It should be
located approximately 1 m on the approach side of the roadway traffic light signal,
except at open crossings where it should be in line with the GIVE WAY markings on
the right-hand side of the roadway. No part of the line should be less than 2 m from
the running edge of the nearest rail. An example of pedestrian GIVE WAY markings is
provided on Figure 3.24.

4.8.2 Longitudinal Road Markings

4.8.2.1 Edge of Roadway Markings

A continuous line marking M107 should be provided along each edge of the roadway
where the roadway passes over a level crossing as detailed on Figure 4.31 to Figure
4.33.

4.8.2.2 Central Markings

Where the width of the roadway over the crossing is 5 to 5.5 m, the center of the
roadway between the STOP or GIVE WAY lines should be marked with the appropriate
warning line marking M102 or M103 depending on the posted speed. The warning
line should extend back from each STOP line for a distance equivalent to at least the
minimum number of marks indicated in Table 2.3, or for at least 6 m on each side of
the crossing if beyond this distance the roadway is less than 5 m wide.

Where the width of the roadway at the crossing and on the immediate approaches is
5.5 m or more, the crossing should be marked with a double line marking M117 (see
Section 2.8). This should be continued along the approach to the crossing where
justified by the normal visibility criteria for double lines. At automatic half barrier
crossings, it should extend for at least 12 m back from the STOP line. Unless the
double line extends further back from each STOP line than the distance indicated in
Table 4.14, a double line marking should precede it, with the continuous line nearer
to drivers approaching the crossing. Deflection arrows should be used as detailed in
Section 5.6.

Table 4.14 Length of Double Line System for Rail Crossings

85th percentile speed (kph) Length of double yellow lines measured from STOP
line (m)

Less than or equal to 50 Up to 30

> 50 to less than or equal to 65 30 to 45

> 65 45 to 60

Source: Based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 19-1,
Chapter 19

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4.8.3 Yellow Box Markings

Marking M207 is a yellow box marking, similar to that for intersections, that may be
provided to prohibit stopping and waiting at ABHC crossing locations if the roadway
traffic flow in any one direction exceeds the numbers in Table 4.15, but not normally
at other types of crossing.

Table 4.15 Yellow Box Criteria for Rail Crossings

Width of roadway (m) Marking Provided if Hourly Vehicle Flow in any one
Direction Exceed

5.0 – 5.9 500

6.0 – 7.4 600

7.5 and over 750

Source: Based on UK Department for Transport. TSO - Traffic Signs Manual Chapter 5. 2003, Table 19-5,
Chapter 19

A layout for a box marking at a single or double track railway crossing is detailed on
Figure 4.34.

Figure 4.34 Yellow Box Marking for Single or Double Track Crossing

Where a longer box is required over diagonal rails (up to the 30 m maximum), the
marking should be extended using additional diamond shaped units on the approach
side and additional diagonal crosses on the trailing side of the crossing, as detailed on
Figure 4.35.

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Figure 4.35 Longer Yellow Box of Diagonal Rails

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4.8.4 Worded Text on the Roadway

Marking M370 is provided for crossings where the
roadway width is 3.0 m or greater and the posted
speed is greater than 80 kph. On multi-lane
roadways, a separate marking shall be placed in
each approach lane.
Marking M370 also is considered for low speed
situations, i.e., posted speed 80 kph or less,
where additional advance warning is considered
desirable. In such cases, it may be reduced in
letter height.

M370
On through roadway approaches to a crossing, the marking should be located 15 to
20 m beyond the first advance sign, but positioned if necessary to provide adequate
visual impact giving at least 50 m clear viewing distance to the near edge of
the marking.

On approaches to crossings on side roadways where the distance from the edge of
the through traffic lane to the STOP or GIVE WAY line is 60 m or more and the
conditions above are met, the marking shall be placed 15 to 20 m beyond the edge of
the through traffic lane. The marking may not be required where the side roadway
distance as specified above is less than 60 m.

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5 Channelization
This section provides details of the various road markings that can be used to aid in
channelizing vehicles within the roadway. This includes the various road marking
arrows as well as using vertical devices.

Table 5.1 details the size identifiers used within this section, which are based on the
height of the arrows. Table 5.2 provides a list of the specific channelization markings
contained within this section. Where no size identifier is shown for specific markings,
details of the sizes can be found in the relevant drawing and text.

In addition to the size identifiers in Table 5.1, the directional arrows also have
movement combinations and have the following directional identifier:

• L = left
• S = Straight ahead
• R = Right

For the roundabout approach, for arrows where the island dot can be used, the letter
I is included in the identification.

Table 5.1 Size Identifier for Channelization Markings

Size identifier (m)

A B C D E

Arrow height 6 9 16 32 -

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Table 5.2 Channelization Markings - Marking Numbering with Size Identifier

Channelization road markings

Road marking Marking number and size identifier

Channelization line M400

Tubular channelization device M401

Standard lane arrows M402A-L

M402B-L
M402A-S
M402B-S
M402A-R
M402B-R
M402A-L/S
M402B-L/S
M402A-R/S
M402B-R/S
M402A-L/R
M402B-L/R
M402A-L/R/S
M402B-L/R/S

Mandatory turn left M404A

M404B

Mandatory straight ahead M405A

M405B

Mandatory turn right M406A

M406B

Bifurcation arrow M407C

M407D

Deflection / warning arrow M408A

M408B

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5.1 Channelization Lines

The channelization line marking M400 is a wide continuous line and is to be used at
the start of marking M114 where travel in the same direction is permitted on both
sides. The marking denotes that crossing over at this location is discouraged and in
some circumstances can be altered to marking M108 or M109 (raised). Figure 5.1
details a typical example of the application with the addition of M401 channelization
devices. M400 can be extended through the center of M114 if deemed necessary to
prevent movements though the chevron markings.

Figure 5.1 Typical Channelization Layout

5.2 Tubular Channelization Device

A tubular marker M401 can be implemented to
provide greater emphasis to channelizing lines
M400 and aid in preventing late or early lane
change movements.
The device shall be a minimum of 450 mm in
height and made of materials to withstand
impact without damage to the devices
or vehicles.
The color of tubular device shall be a contrasting
color to the channelizing line and normally will
be orange with white reflecting bands to
increase visibility during hours of darkness.

M401

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5.3 Lane Arrows

Marking M402 is used on multi-lane approaches to traffic signal controlled and
priority intersections to indicate to road users which lane they should take to reach
their chosen exit. The direction of each arrowhead may be varied as required, but no
more than two directions may be shown on any one arrow.

Arrows normally should be located at least as far back from the intersection as the
longest peak hour traffic queue, but not in advance of a previous main intersection, as
this might result in confusion. It can be helpful to locate arrows in conjunction with
the advance directional guide signs.

M402

On roadways where the 85th percentile speed is 80 kph or less, two arrows should be
provided for each lane. Where the 85th percentile speed exceeds 80 kph, a third arrow
should be added. The distances in advance of the STOP or GIVE WAY line at which the
arrows should be installed are given in Table 5.3. Two lengths of arrow are permitted:
where the posted speed is less than 100 kph, then the arrow should be 6 m in length,
and for 100 kph and above, 9 m arrows should be used.

Table 5.3 Lane Arrow Location

Distance in meters

Speed (kph) Speed (kph) Speed (kph)

Less than or up to 50 >50 to less than or equal >Over 80
to 80

Arrow 1 15 20 25

Arrow 2 45 60 75

Arrow 3 - - 125

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5.4 Mandatory Turns

Lane arrows supplemented with the legend TURN LEFT, TURN RIGHT, and AHEAD
ONLY are prescribed as markings M404, M405, and M406, respectively. These
versions may be used only where they indicate the effect of a statutory prohibition
such as to reinforce a green arrow traffic signal or a regulatory turn sign, e.g., entry
into a one-way roadway where traffic is required to turn in the same direction. The
legend may be laid in a single line across two lanes or in two rows, as shown.

M404 M405 M406

5.5 Bifurcation Arrows

Marking M407 is used to indicate the divergence of a full width additional lane from
the main roadway. The additional lane may be a slip ramp, a deceleration lane, a free
right turn, a U-turn, or localized widening (e.g., in advance of a signal controlled
intersection). The marking is not intended to indicate minor bifurcations such as
deceleration tapers at T-intersections. Bifurcation arrows serve to guide vehicles into
the deceleration lane at its commencement, ensuring the full length of the lane is
used to slow down for the intersection without impeding through vehicles on the
main roadway.

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M407 (16 meter)

M407 (32 meter)

The 32 m arrow is used on roadways where the 85th percentile speed exceeds 80 kph;
the 16 m arrow is used at 85th percentile speeds under 80 kph. The aim should be to
site the arrow shortly after the commencement of the deceleration lane, at a point
where it has developed adequate width, as detailed on Figure 5.2.

Figure 5.2 Position of Bifurcation Arrow

The arrow marking may be reversed to suit left-turn movements into deceleration
lanes in the central reservation of divided roadways and dedicated left-turn lanes on
other roadways.

5.6 Deflection / Warning Arrows

Deflection/warning arrow marking M408 can be used for two purposes: to warn of
the approach to a hazard or provide guidance where there is a loss of lanes. Two sizes

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of arrow can be used: 6 m arrows where the posted speed is 80 kph or less and 9 m
arrows where the posted speed is above 80 kph.

M408
The marking also can be used in conjunction with markings M102 and M103 to warn
drivers on two-way, single roadways that they are approaching a double line marking
(either marking M116 with the solid line nearest to their lane or marking M117) and
that they should return to and/or keep to the right. In this case, the arrow is
positioned on the centerline of the roadway, as shown on Figure 5.3, replacing
marking M102 or M103. Where arrows are required within a double line system, they
should be positioned approximately 500 mm to the right of the intermittent line to
avoid breaking the double line pattern.

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Figure 5.3 Layout of Deflection/ Warning Arrows

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Table 5.4 Deflection / Warning Arrow Location

85th percentile speed Distance from point of divergence

(kph)
Arrow number

1 2 3

50 40.5 13.5 0

80 67.5 22.5 0

100 81.0 27.0 0

120 94.5 31.5 0

Deflection/warning arrows also can be used:

• On the approach to the start of bus lanes to indicate the side on which other
vehicles should pass them.
• On approach to markings M110, M111, M112, and M113 to warn of a hazard or
change of direction and indicate the side on which traffic should pass (see
Section 2.6).
• On a one-way, multi-lane roadway in advance of a narrowing where the number of
lanes is reduced. The arrow is positioned in the middle of the lane to be dropped
and may point to the left or right depending on which lane is to be lost. The
distances in advance of the narrowing at which the arrows should be located are
listed in Table 5.4.

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6 Delineators
Delineators are light retroreflecting devices mounted in a series at the side of the
roadway to delineate the alignment and act as a guide to drivers. They can be
effective aids for night driving, are considered as guidance measures, and should be
used in addition to warning signs and not as replacements.

Delineators are best used where there are changes in the horizontal alignment or at
roadway width transitions, especially at pinch points and narrowings. Their use in
rural unlit areas is advantageous where forward visibility is restricted during darkness.

Table 6.1 provides a list of the specific delineators contained within this chapter. No
size range or identifiers exist for this chapter.

Table 6.1 Delineator Numbering

Delineators

Delineator Number

White M500

White/Red M501

Red M502

Red/Red M503

Amber M504

Amber/Red M505

6.1 Design
Delineators should consist of reflector units capable of reflecting light from a distance
of 300 m under normal atmospheric conditions when illuminated by the upper beam
of a standard automobile lights. The reflective elements of the delineator shall have a
maximum area of approximately 100 square centimeters.

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6.2 Application
The color of the delineators shall be in accordance with the rules set of for
the placement of raised pavement markers as detailed in Section 2.9. They can be
used for the following situations:

• Single delineators should be provided on the right side of freeways and on at least
one side of intersection ramps. These delineators should be provided on other
classes of roadway if deemed appropriate.
• Single delineators may be provided on the left side of roadways and provided on
the outside bends on intersection ramps.
• Where median crossovers are provided for official or emergency use on divided
highways. Double delineators should be placed on the left side of the through
roadway on the far side of the crossover for each direction.
• Red delineators can be used on the reverse side of any delineator whenever it
would be viewed by a driver travelling in the wrong direction.
• Delineators of the appropriate color may be used to indicate the narrowing of a
roadway. The delineators should be used for the full length of convergence and
should be placed and spaced to show the reduction. On a roadway where
delineators are present, through narrowings, the delineators should be carried
through the transition and a closer spacing used.
• Delineators are an option on sections of roadway between intersections where
fixed-source lighting is in operation.

6.3 Placement and Spacing

Delineators shall be mounted on suitable supports so the top of the reflecting head is
approximately 1.20 m above the outside lane edge. They shall be placed not less than
1.0 or more than 2.0 m outside the outer edge of the shoulder, or if appropriate in the
line of vehicle restraint system. Delineators can be mounted on the vehicle restraint
system at a height less than 1.20 m.

The distance between the edge of the roadway and delineators should be consistent.
Where a vehicle restraint system or other obstruction intrudes into the space, the
delineators should be in line with or inside the innermost edge of the obstruction. The
lateral placement and dimensions of delineators are detailed on Figure 6.1.

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Figure 6.1 Lateral Placement and Dimensions of Delineators

Delineators should be spaced uniformly 100 m apart on mainline straight sections and
at 50 m on interchange/intersection ramps. When uniform spacing is broken by
driveways, cross-roadways, or similar interruptions, delineators falling within these
areas may be moved in either direction, a distance not exceeding one-quarter of the
normal spacing. On expressways normal delineator spacing is 100 m.

Through horizontal curves, the spacing should be adjusted so several delineators are
visible to the driver. Table 6.2 details suggested maximum spacings. Spacing for radii
not shown can be interpolated from the table, and the minimum spacing should be
6 m. The spacing on curves should not exceed 90 m. In advance and beyond the curve,
the spacing of the first delineator is 2S, the second 3S, and the third 6S, but not
exceeding 90 m. S refers to the spacing for specific radii calculated from the formula
S=1.7√R-15 (where S is spacing and R is the radius of the bend). Figure 6.2 shows an
example of the delineators through a curve, including those in advance and beyond
the curve.

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Table 6.2 Suggested Maximum Spacing for Delineators

Radius of bend (R) (m) Spacing on bend (S)(m)

15 6

35 8

55 11

75 12

95 12

125 12

155 12

185 12

215 24

245 26

275 27

Source: based on US MUTCD for Streets and Highways. 2009, Table 3F-1, Chapter 3F

Figure 6.2 Delineator Layout through a Horizontal Curve

The spacings of delineators for other purposes are detailed below:

• On the right of tangent sections, freeway entrance/exit ramps, freeway

connectors, and lane reduction transition sections at 60 m spacing; an example is
shown on Figure 6.3.
• On embankments higher than 3.0 m and with side slopes steeper than 1:4 spacing
at 160 m spacing.
• On approaches to narrow bridges spacing at 15 m; examples are shown on
Figure 6.4.

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Figure 6.3 Ramps and Connectors Delineator Layout

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Figure 6.4 Delineator Layout on Approaches to Narrow Bridges

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7 Local Area Traffic

Management
This section details road markings that can be used as part of local area traffic
management projects, with some markings used to highlight physical measures while
others can be considered a traffic management technique in their own right.

Table 7.1 details the size identifiers used within this section and are based on the
height of roundels. Table 7.2 provides a list of the specific traffic management
markings contained within this chapter. Where no size identifier is shown for specific
markings, details of the sizes can be found in the relevant drawing and text.

Table 7.1 Size Identifier for Traffic Management Markings

Size identifier (m)

A B C D E

Roundel height 4300 7500 - - -

Table 7.2 Traffic Management Markings - Marking Numbering with Size

Identifier

Local area traffic management road markings

Road marking Marking number and size identifier

Posted speed roundels M600A

M600B

Speed hump triangle marking M601

SLOW road marking M602

Speed measurement markings M603

7.1 Roundels on the Roadway

An indication of the posted speed may be placed on the roadway using marking M600
and can be used either at a change in posted speed or as a repeater. The markings
must only be used in conjunction with upright sign R148. The marking is varied to
show the posted speed in force and elongated in the direction of travel to
compensate for the foreshortening effect.

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The larger marking is used at the start of a posted speed if approaching traffic is
subject to a posted speed higher than 80 kph; otherwise, the smaller size is used. The
size of repeater markings should be appropriate to the speed indicated, with the
smaller roundel being used where the posted speed is 80 kph or less.

M600

7.2 Speed Humps

Marking M601 must be used to indicate the
position and extent of a speed hump. The
marking must be repeated along the extent of
each speed hump, both round-top and raised
table varieties, on directional approaches to the
humps. Type M123 raised pavement markers
should still be provided on approaches to the
speed hump. Various layouts of speed hump are
shown on Figure 7.1 and Figure 7.2.
M601

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Figure 7.1 Layout of Round-Topped Speed Humps

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Figure 7.2 Layout of Raised Table Speed Humps

7.3 Build-Outs
Build-outs are usually formed by curb extensions. They are designed to provide a
visual and physical breakup of the continuity of the roadway and reduce vehicle
speeds. They are normally designed to be located on a single side of the roadway
only. See Figure 7.3.

Additional design features that may be included are:

• An angled passageway between curb extensions

• A speed hump in combination
• A median island if two-way traffic is to be catered for

The approach to a build-out normally should be marked using M112. Where there is
parking immediately preceding the taper, marking M107 may be used to delineate the
edge of the roadway unless the parking is controlled by a traffic regulation order,
where bay markings M125 to M129 are used.

If it is intended to assign priority to traffic from one direction, GIVE WAY and
triangular markings (M202 and M204) are provided and must be supplemented by
signs R113, R114, P204, and P205.

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Figure 7.3 Standard Build-Out Layout

7.4 Chicanes and Pinch Points

A chicane is a narrowing of the roadway formed by locating build-outs alternately on
each side of the roadway while pinch points are formed with build-outs opposite one
another (Figure 7.4). The approaches to chicanes and pinch points should be marked
using marking M112.

Lane lines normally should not be used between the build-outs of a chicane and pinch
point unless the width of a traffic lane formed would be 3 m or more.

Pinch points may be useful at crossing places to reduce the width of roadway to be
crossed. Conversely, chicanes normally are not appropriate places for pedestrians to
cross the roadway, as the attention of drivers is likely to be concentrated on
negotiating the features.

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Figure 7.4 Standard Chicane and Pinch-Point Layouts

7.5 Gateways

7.5.1 Urban Gateways

Gateway treatments as shown on Figure 7.5 may be used at the perimeter of a local
area to inform road users they are entering a slow speed environment and that they
can expect to encounter other devices in the area.

Edge lines and hatched markings can be used to make the roadway appear narrower
than it is, while still allowing larger vehicles to overrun these areas if necessary.

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The effect will be increased if a central refuge island is provided together with
hatched markings.

Contrasting roadway material also can be used, but this shall not be placed in
positions where a change in surface texture could adversely affect turning bikes or
motorcycles.

Figure 7.5 Urban Gateway Treatment

7.5.2 Rural Threshold Treatment

The threshold treatment as shown on Figure 7.6 should be used on approach to rural
villages and towns at the reduction in posted speed point from a rural to urban
environment. The treatment consists of using marking M110 as a central marking to
visually narrow the roadway and encourage drivers to reduce speed. Where a
shoulder or hard standing is present at the edge of the roadway, then marking M112
shall be used to provide additional visual warning of the reduction in speed. The
boundary lines for markings M110 and M112 can be altered to raised marking M108
or M109 to provide audio guidance.

The posted speed roundel marking M600 can be used to accompany sign R152 (rural
threshold treatment sign).

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Unlike urban gateway treatments, physical islands should not be used on unlit rural
environment because of the increased risk of vehicle strikes.

Figure 7.6 Rural Threshold Treatment

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7.6 Worded Marking

Marking M602 is a worded road marking with the characters forming the legend being
elongated vertically to improve their legibility to drivers approaching at speed. The
elongation is based on a unit aleph-height of 680 mm (x-height = 400 mm) and is
dependent on vehicle approach speed, as specified in Table 7.3.

Table 7.3 Character Sizes for Worded Markings

Ratio of elongation
85th percentile speed (kph)
Vertical Vertical

Less than or equal to 45 3 1

> 45 5 1

Marking M602 is used to supplement

warning signs so drivers are informed
of the reason why they need to slow
down, e.g., on the approach to a
hazard or intersection. The marking
may be repeated at particularly
hazardous situations, for example, a
sharp bend at the end of a long
straight section of high-speed
roadway, to provide added emphasis.
It must be emphasized that this
marking should only be used where
necessary and should not be
M602
introduced on its own. Experience has
shown that over provision results in
the warning message being ignored.

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7.7 Speed Measurement Markings for the Police

A speed measurement marking is a transverse marking placed on the roadway to
assist the enforcement of speed regulations.

Speed measurement marking M603, if used, shall be white, square, and not be
greater than 600 mm wide. The markings may extend 600 mm on either side of the
lane lines or 600 mm on either side of edge line markings at 500 m intervals over a 1
km length of roadway. When paved shoulders of sufficient width are available, the
speed measurement markings may be placed entirely on these shoulders.

M603

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8 School Areas/Zones
This section provides details on the type of road markings that can be used to provide
“protected” areas outside school gates, where parking and stopping is prohibited, and
warning of the approach to a school area via the use of entry markings.

Table 8.1 provides a list of the specific school zone markings contained within this
section. There is no size identifier for this section; details of the size are in the
relevant drawing and text.

Table 8.1 School Zone Markings - Marking Numbering

School area road markings

Road marking Marking number and size identifier

School keep clear marking M700

Children keep clear marking M701

School area entry marking M702

8.1 School Keep Clear Marking

The SCHOOL KEEP CLEAR marking M701 is for use outside school entrances, both
pedestrian and vehicular. Marking M701 CHILDREN KEEP CLEAR is an alternative
version for nurseries and playgroups, where these occupy buildings other than
schools. For enforcement purposes, sign R401 must accompany the marking.

The overall length of the marking must not be less than 25.56 m nor more than
43.56 m. The overall length may be increased in increments of 6 m by adding a
complete zigzag module on each side up to the maximum length.

The length of the marking needs to be restricted to one drivers will respect. If for
instance there are two entrances that are some distance apart, then two markings,
varied in length if necessary may be used and separated by a nominal gap of 100 mm.
Where a larger gap would be safe, allowing at least 7 m between the two markings
would provide a place for setting down children.

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M700

8.2 School Area Entry Marking

Marking M702 is used at the start of
school zones in conjunction with sign
W436 to aid in increasing driver
awareness of entry to a school zone
area. Only one size of road marking is
provided, as school zones should only
be provided in low-speed areas.
Where the school posted speed sign
R400 is used, then marking M600
posted speed roundel shall be used
instead of M702.
M702

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9 Colored Roadways
Colored roadways consist of differently colored roadway paving materials, such as
colored asphalt/concrete, paint, or other marking materials applied to the surface of a
roadway or island. If colored roadways, including bricks and other types of patterned
surfaces, are used as a purely aesthetic treatment and are not intended to
communicate a regulatory, warning, or guidance message to road users, the colored
roadway is not considered to be a traffic control device, even if it is located between
the lines of a pedestrian crossing.

9.1 Colored Surfacing

If colored surfacing is used on flush or raised islands to warn or guide traffic or if
retroreflective colored treatment is used, the colored surface is considered a traffic
control device and shall be limited to the following colors and applications:

• Yellow roadway color shall be used only for flush or raised median islands
separating traffic flows in opposite directions.
• White roadway color shall be used for flush or raised channelizing islands where
traffic passes on both sides in the same general direction or for right-hand
shoulders.
• Green surface treatment should be used to delineate user separated or bike only
bike paths.
• Red roadway color can be used to delineate full time bus lanes.

Colored roadways shall not be used as a traffic control device, unless the device is
applicable at all times.

Colored roadways used as traffic control devices should be used only where they
contrast significantly with adjoining paved areas.

Colored roadway located between pedestrian crossing lines should not use colors or
patterns that degrade the contrast of white pedestrian crossing lines or where road
users might mistake them as a traffic control application.

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10 Islands
This section details the types of marking and layouts that can be used where traffic
islands are present within the roadway. It is important that the inclined warning line
or the boundary line of a hatched marking guide traffic safely past the obstruction.
The recommended offset distance between the marking and the edge of the island
should be 300 mm. This can be reduced when the posted speed is 50 kph or less and
there is limited width between the island and the inside lane curb, but preferably
should not be less 150 mm.

10.1 Types of Markings

See Figures 10.1 through 10.3.

10.1.1 Warning Lines

The simplest form of marking to use on the approach to traffic islands is inclined
warning lines markings M102 and M103. A warning line approaching an island, central
reservation, etc. should be inclined for its full length (see Table 2.3 for the minimum
number of marks).

10.1.2 Hatched Markings

Where greater emphasis is required, hatched markings M110 may be used
(see Section 2.6).

10.1.3 Chevron Markings

Where traffic may pass on either side of an island, e.g., at a pedestrian refuge in a
one-way roadway, chevron marking M114 should be used (see Section 2.7).

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Figure 10.1 Layout of Figure 10.2 Layout of Figure 10.3 Layout of

Warning Lines for Islands Hatched Markings for Islands Chevron Markings for Islands

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10.2 Taper Lengths

Details of the recommended minimum tapers to be used on approach to islands are
listed in Table 10.1. The tapers should be applied to each side of the centerline,
whether it is straight or curved.

Table 10.1 Taper Lengths for Markings on Approach to Islands

85th percentile speed (kph) Preferred Minimum Taper Absolute Minimum Taper

Less than or equal to 50 1 in 40 1 in 20

>50 to less than or equal to 65 1 in 40 1 in 30

>65 to less than or equal to 80 1 in 45 1 in 40

>80 1 in 50 1 in 50

Source: UK Department for Transport. TSO - Traffic Signs Manual Chapters 5 and 14, 2003.

The preferred minimum taper should be used where practicable. The absolute
minimum should be used only where unavoidable.

10.3 Succession of Islands

On four-lane roadways, traffic or pedestrian refuge islands may be provided to
discourage excessive vehicle speeds and aid pedestrians to cross. Marking M110
(Figure 10.4) may be provided as a more emphatic alternative to using the inclined
warning markings. The hatched marking discourages overtaking maneuvers on the
approach to each refuge.

Figure 10.4 Layout of Succession of Islands

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10.4 Painted Islands

Table 10.2 details the size identifiers used within this section, which are based on the
width of boundary line of the island. Table 10.3 provides a list of the painted islands
markings contained within this section.

Table 10.2 Size Identifier for Painted Islands

Size identifier (m)

A B C D E

Boundary line of painted islands 100 120 - - -

Table 10.3 Painted Islands - Marking Numbering with Size Identifier

Painted island markings

Road marking Marking number and size identifier

Painted island M801A

M801B

Painted islands are those that are defined by outlining areas of roadway with lines and
road markings as opposed to curbed or raised islands. The interior may be either
sealed with an aggregate of contrasting color or texture, or consist of diagonal or
chevron markings. The outline marked should be raised (see Section 2.5), especially
where roadway lighting is substandard or absent.

Typical uses of painted islands include:

• Islands of substandard size in urban areas
• Channelizing islands at rural intersections where operating speeds are high, or
roadway lighting is absent or inadequate
• Part-time safety zone

Double lines may surround the island if crossing movements are to be prohibited. The
width and spacing of diagonal markings when used inside painted islands and median
strips is shown on Figure 10.5.

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Figure 10.5 M801 - Painted Island

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11 Rumble Strip Markings

Transverse rumble strips (TRS) (marking M800) can be used to warn drivers of the
need to stop (e.g., intersections, toll plazas); the need to slow down; the need to
change lanes; of a change in roadway alignment; that they are leaving the travelled
way; about upcoming construction zones; wildlife crossings; and other potentially
unexpected conditions.

11.1 Transverse Rumble Strips

TRS consist of intermittent narrow, transverse areas of rough-textured or slightly
raised surface that extend across the travel lanes, and through noise and vibration,
attract the attention of road users to features.

In most circumstances, TRS should only be considered after standard traffic control
measures have been tried and found to be ineffective. TRS must be used in
conjunction with other standard traffic control devices and never as a stand-alone
solution. Overuse of TRS will degrade their impact on road users, thereby reducing
their effectiveness as a safety tool.

TRS should be formed of or topped with yellow thermoplastic material (for purposes
of conspicuousness and to distinguish them from STOP line markings) built up at least
5 mm, but no more than 15 mm, above the roadway surface. A basic rumble strip
configuration is recommended to consist of five transverse yellow markings 300 mm
wide spaced such that at prevailing traffic speeds all five markings will be traversed
during an approximately 1-second period.

TRS used in a travel lane should not be placed in locations where they could be
confused with other transverse markings such as STOP lines or pedestrian crossing
locations.

They should be placed transverse to vehicular traffic movement. They should not
adversely affect overall roadway skid resistance under wet or dry conditions. In urban
areas, even though a closer spacing might be warranted, transverse rumble strips
should be designed in a manner that does not promote unnecessary braking or erratic
steering maneuvers by road users.

Transverse rumble strips should not be placed on sharp horizontal or vertical curves
and must not be placed through pedestrian crossings or on bike routes.

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M800

A typical requirement for sets of marking M800 would involve a need to reduce speed
from around 120 kph to 30 kph a short distance from the point of control or a change
of direction. The principle to be used provides for a series of sets of five transverse
markings spaced so that each set will be traversed during an approximately 1-second
period at progressively decreasing speeds. Each set of markings should be separated
from the last and/or next set by a distance without markings that will be traversed
during a period of 1 to 2 seconds. The configuration and number of sets of five
markings required for a specific site will be dictated by the approach speed and the
speed reduction required. Figure 11.1 illustrates a sequence of sets of marking M800
spaced according to these principles. The number of sets and the overall installation
can be determined from the figure.

For example, on Figure 11.1, the speed needs to be reduced from 120 kph to 30 kph.
To provide a gradual stepped reduction in speed, practical increments of reduction
need to be devised, in this instance a reduction of 20 kph for the first four sets of
rumble strips and a reduction of 10 kph for the remaining set. When determining the
Y distance, this shall be based on the design speed of the average speed over the set
of strips. So for the reduction from 120 kph to 100 kph, the average speed would be
110 kph; taking into account the strips should represent 1 second worth of travel
using distance/ time/ speed calculations, the distance of Y is therefore 30 m.

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Figure 11.1 Sequence of Transverse Rumble Strips

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