IRC: 79-1981

RECOMMENDED PRACTICE
FOR
ROAD DELINEATORS

THE INDIAN ROADS CONGRESS

<<
 IRC 79-t931

RECOMMENDED PRACTICE
FOR
ROAD DELINEATORS

PuhUshed by

THE INDIAN ROADS CONGRESS

Jamnagar House, Shahjahan Road,
New DeHil~110011

1981
Price Rs :~,, ~2
<< (Pius packing & postage)
1FtC 79-198!

First published:May. 1981

(RIghts of Publication and Translation are reccrved)

<< Printed at PRINTAID. New Delhi

 iRC~: 79-1981

RECOMMENDED PRACTICE FOR

ROAD DELINEATORS
1 iNTRODUCTION

The role of delineators is to provide visual assista nec

to drivers ahout alignment ol the road ahead, especially at night.
i)elineators are particularly efleetive in the case of complex loca~
tions invols in” c h tapes in hot L700t ii ~Lrt1.. ii p~ornetry ud during
severe weather conditions such as heavy rain, fog or snow.
Normally, reflectors are used on the ci elineators for better night
time visibility.
1.2 In a broad sense, ‘ci elineation’’ stands for any device
or treatment whose aim is to mdl ne the roadway or a portion thereol
This could md tide painted Un es, raised pavement mark ers, posts,
post—mo tinted reflectors or contrast treatments of the pavement.
Delineation by Nvement markings is covered by I RC: 35- 1 97t)
‘‘Code of Practice for Road Ma rkings (With Paints)’’. This’
stand ard deaLs: only with post type delineators, with or without
metro—reflective units,
I .3. The standard was dmatied initially by the Traflic Engi-
neering Corn mittee (personnel given below) and discussed in their
meetinc held at ‘Trivandrum on the 3rd and 4th October, 1977.
The Committee authorised Shri A .K Bhattacharya Shri R P. Sikka
. , .

and Dr. N. S. Srinivasa n to finalise the document in light of the

discussion held during the meeting
H (2. Ma I hoi ra ...

Dr. N.S. Srinivasan .,. Menther—SerreMrj’

MEMBERS
Prof. Ci .M. Andavan N. Ranganathan
AK. Baridopaclhvaya Prof. M.S.V. Rao
A. K. Bliattacharya Dr. (I~S.Sahgal
Prof. FlU, lhlani Dr.A. C. Santa
M.K. C’hatterjee p,V, Sathe
I’. Das H,C.Sethi
T. Ci hash Ft. P,Sikka
it. Kadiyali R. Thillainayagam
B.C:. ~ijt~ MG. Uppal
C. Nandagopa I P.R. Wagh
M.[). Pate! Director, Transport Research
itt. Patwardhan Ministry of Shipping and
S.M Pa rulkar Transport
Dr. KS. PiJlai Divisional Engineer,
S. Ramanatha Pillai Traffic Engg. Cell, Madras
Director General (Road Development) —.— Ex—o/jim’io

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11W: 79-1981
The Recommended Practice was processed by the Specifica-
tions and Standards Committee in their meeting held at Calcutta
on the 21st December (977 and on the authorlsation of the
Committee, final editing of the text on behalf of the Committee was
done jointly by Shri R.P. Sikka, Dr. N.S. Srlnivasnn, Shri (LA. Bindra
assisted by Shri J.B. Mathur for placing before the Executive
Committee and the Council. It was approved by the Executive
Committee In their meeting held at New Delhi on the 23rd June 1980
and thereafter by the Council in their meeting held at Srinagar
on the 21st August, 1980 for being published as the finalised
document of the Congress after it has been suitably revised by
Shri R.P. Sikka and Dr. N.S. Srinivasan In light of the views
expressed at the Council meeting.
2. SCOPE
2.1. Delineators are classified under three types
(i) Roadway Indicators,
(Ii) ilazard Markers, and
till) Object Markers.
2.2. Each of these serves a somewhat different purpose.
“Roadway Indicators” are intended to delineate the edges of the
midway so as to guide driven about (he alignment ahead, pifli-
cuiarly where It might be confusing f.~rsome reason. The objective
of “hazard markers” is to define obstructions like guard-rails and
abutments adjacent to the carriageway, for instance at culverts
and bridges which are narrower than the roadway width at appro-
aches. ‘Object markers” are used to indicate hazards and obstruc-
tions within the vehicle flow path. for example channelbing Winds
close to the interseetions.
2.3. Delineators are basically driving aids and should not be
regarded as a substitute forwarning signs, road markings. orhart lers
for out-of-control vehicles.
3. ROADWAY INI)ICATORS
DesIgn
3.1. Roadway Indicators should he in the form of guide-
posts made of metal, concrete, timber, cut stone, plastic or other
suitable material depending on availability and cost. Iron tubes,
concrete or plastic pipes. wooden posts, steel channel sections etc.
can be conveniently adopted for the purpose. Plastic posts have
the advantage of being safer for out-of-control vehicles while
concrete pipes would be Ins prone to vandalism or theft The pasts
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 IP.C 79-1981

may have a circular, rectaugula r or trian ula r cross-section; however,

the side facing the traffic should not be less than 10 cm wide.
Fig. 1.
ajiir liClitNil’
IVECT*NGIJLANE ) V
RfFLEC[OR WIllIE FEE LECTOFI
1 Cm cia 2 S C~’~

t
S
P U
C
no C
“0
C
HE1NEE C PL ECI to a
141) WIllIE SIRIPES
C0
Cm WIDE 0
C 0

N N
L. . i

W
RE!LEL!OlF
th~9P ~

I
FILLED WITH EERTP tiPlO
FROM TOP END REMDINNNE
FLIED WITH N I rEIsENI
CCINCPETC ON 5140 CEMENT
WOlFER I 4 II) PINEHEN!
PEIECOLIF CNN OF 041(5

WIllIE SF FE ECIORS I Scm cia

PanElED WIllIE C

4
PEffitEll EILEC

NWLL DIMENSIONS ‘N C~~I

[HIt DEL Ill! AOR

Fig, I. Roadway indicators

3,2. As an alternative to normal posts, empty bitumen

drums, suitably painted. may also be used for roadway delineation,
3
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ZRC:79-1981
especially when it is for temporary use in the event of diversions,
road works etc.
3.3. Roadway delineator posts should be about 80-100 cm
high and painted alternately black and white in 15 cm wide stripes.
Bitumen drums should also be painted similarly, Fig. I.
3.4. While unrefiectoriaed delineators are permissible (as
shown in Fig. 1), it is preferable that for improved visibility at night
and at locations where visibility Is poor due to fog etc., the delinea-
tar posts should be of refiectorised type, fitted with white coloured
t
rectangular (80 x 100 mm) or circuLar (75 mm dia) refiectorised
panels at the top (see Fig. 1). For additional guidance, such
panels may also be fixed on reverse side of posts fixed on the right
hand side. These too should be white in colour. If feasible, re-
flectors should also be fixed on empty bitumen drums employed
for delineation.

Application
3.5. The decision to use roadway indicators, whether con-
tinuously or in short sections selectively, will be guided by factors
such as importance of the road, volume of fast traffic, speed of
travel, accident experience, danger posed by any specific deficiency
in the road alignment, etc. Primary use of roadway delineators is in
non-urban sections of main roads, especially In curved reaches.
Unless road and traffic conditions so warrant, their use in urban
sections will normally not be necessary, nor on roads which arc
adequately lighted.
3.6. Ia situations where a guard-rail or parapet wall is pro-
vided for safety, roadway indicators may be mounted above or
immediately behind the guard-rail. In addition, the guard-rail
might be painted black and white alternately as explained in
para 3.3.
Criteria for Use
3.7. Normally, use of roadway indicators should be consi-
dered under the following situations:
(1) Cured Sections
(a) Horizontal curves of radius 1000 in or less
(b) Vcrtical curves with Inadequate visibility
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 IRC : 79-1St
(ii) Straight Sections
(a) Road sectIons where visibility Is often poor due to mist,
fog or snowy conditions
(b) Reaches where the alignment appears uncertain to the driver, e.g.
pavement width transitions, temporary road diversions1 etc.
(a) Road sections subject to frequent submageac. and
pondlng due to storm water
(d) Approaches to narrow bridges and cnlverts
(e) Valley side of hill roads

(f) Road einbanksnsnts exceeding 3 m in height

(g) Approaches to Important Intersections
(h) Special problem points such as causeways and tunnels.

Placement and Spacing

3.8. As a general rule, delineator posts should be erected
at the edge of the usable shoulder, and in the case of kerbed sec-
tions at a distance of 0.6 to 1.5 us from the herb face. On hill
roads, they may be placed either on the parapet or at the edge of
the shoulder.

3.9. The overall line of posts should be parallel to centre

line of the road ordinarily, except that at guard-rails or other
obstructions, it may be so adjusted that the dellneators are in line
with or inside the innermost edge of the obstruction (see Fig. 2).
As far as practicable, the tops of the posts should be in a uniform
grade, taking into account the effects of shoulder crossfall and
superelevation.
•1
3.10. On straight sections, roadway indicators should be
spaced uniformly 50-70 m from each other, according to local
conditions, the posts being In pairs, one on each side of the road-
way. On divided roads, these should also be provided on medians.
Wherc the normal uniform spacing Is affected by cross-roads,
driveways etc. and a delineator would till in that area, the same
may be moved in either direction a distance not exceeding one
quarter of the usual spacing. If It still falls In such a zone, It Should
be omitted.
<< S
IRC ~‘9l98l
,EDGE OF SHOULDER

E OF C4DHIAiiE~AY
4s ‘~T,4N ~“i~¶vT~V1

~
• .••

~ ~
___
LS~\~
—
;i~,~: •

GUARD RAIL
Dli HE AIliFIS MOUNTED ABOVE OR
IMMEDIATELY LIEHIND GUARD RAIL
fl~E5E DELINEATORS ARE NOT 41 A
CONSTANT DISTANCE FROM ROADWAY HAZARDS
lOGE AECAUSE OF THE BRIDGE RAIL MAREER

NOTE —

DELINEATOFFS SHOULD BE PLACED AT A CONSTANT

DISTANCE FROM ‘THE CARRIAGEWAY EDGE EXPECT
THAT WHEN AN OBSTRUCTION EXISTS NEAR THE
FAVEMENT EDGE, THE LINE OF DELINEATORS SHOULD
MARE A SMOOTH TRANSITION SO AS TO BE IN LINE
WITH ‘HE OBSTRUCTION.

Fig, 2. l’ypica! delineator inst it II t ion on CUtF ed a pprciach lit a bridge

3.11. On horizontal curves, the spacing should be fixed in

relation to the curve radius as given in Table I In addition, some .

TAttEr I, REc’ouMreorn SI’icrNo FOR Ro~nwAyINDICATORS ON

HORIZONTAL Cukvtis

K adius of curve Spacing on curve, S

(metres) (metres)

30 6
50 8
100 12
200 20
300 25
400 30
500 35
6(X) 38
700 42
S00 45
900 4R
1000 50

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 1RC 79-1981

delineators should be continued beyond the curve on either side,

Tli e spacing ol first, second and third delineators on the appro-
aches, in advance and beyond the curve, should be I 85, 35 and
65 respeeti~ely (where S is the normal spacing on the curve) but
not exceeding 50 in, The method of placement is explained iii
Fig. 3,

ROADWU A
C, ARRIA SE WAY

SEE NOTE I END OF CURVE

I 5$~,., ~ •~,•••,, 65 —~

NOTES —
I ADJUST DISTANCE A SIIITABLY SO THAT THE LAST
ROADWAY DELINEATOR 5 AT THE END OF THE CURVE
2 INSTALL ALL DEL INEATONS AT EDGE OF THE ROADWAY
Alt TO THE ONCOMING TRAFFIC,
3 SEE TABLE I FDA VALuE OF ‘$‘( E SPACING OF DELINEATOHA
ON THE CURVE

Fig. 3. Roadway delineator spacing on Curves

3.12. On vertical curves where ~isibility is not adequate,

roadway md lea ttirs should be provided at a spacing of’ 30 to 50 i•n.

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IC’ 79~l98l
3,13 i\tprobletn locatiotis like causeways, road dclineators
may be inst~t]led at a much smaller spacing, say 5 or 10 in, accord-
ing to local conditions.
4. IIAZARI) MARKERS
Design
Atty of the following two designs may he adopted for
4. I,
hai~irdmakers
(1 1 pe I A marker consIsting ot thiee ted tellectors ax ranged
•

‘~eiticalty (sec fig. ~t,

(ii) T~pe 2. Stripcd markers consisting of attI?ro~Atelyblack and yellow
stripes sloping downward at an angle of ~t5 toward’, the side (If the
obstruction on which the trahic is to pass ( see t’ig, 4). B’ possible,
relleetori ECLI paint inns’ he u seil ur this pti rpose
1” 2IlC,t~ H~ ~ ‘I

‘S

RED AEFLECYDRS/
ID ISO., DIA ‘
I 4,,
0
54
RLAL,,
AND
YELLDX
SIll PAY

I-.

ISIMI AE5IGN ~O BE USED

ROTH ON LEA! ~NO RIEHF I LEFT 1
SIDE OFt THE HOAOI

Fig. 4. Hazard markers

<< 8
 IRC 791981

Application and Placement

4.2. Hazard markers should be put up wherever there are
objects so close to the road as to constitute an accident hazard,,
e.g. bridge abutments, guard-rails etc. Either of the two designs,
Type 1 or Type 2, could be used for the purpose,

4.3. The markers should be erected immediately ahead of

lie line of obstruction, for instance on a narrow bridge just where
the bridge rail starts.~ When placed in conjunction with a gward-
rail on a bridge approach, the hazard markers should be located
immediately behind the guard—rail and at sufficient height to ensure
that these will be properly visible to the oncoming traffic, The
inside edge of the markers should he in line with the inner edge of
the obstruction as far as possible.

4.4. Typical application of these markers on a narrow bridge

in continuation of a curve is shown in Fig. 2.

5. OB.JEC1 MARKERS

Design
5.1. Several designs of object markers are possible. These
consist basically of circular red reflectors arranged on triangular/
rectangular panels, or alternately alt-red reflectors mounted
similarly. Typical designs are shown in Fig. 5. The markers may
he bigger if the conditions Sc) warrant.

5.2. At problem locations, red reflectors may also be used

independently, for instance inset on the face of the kerb.

Application
5.3. Typic al locations where object markers should be used
are:
Ii) Traffic islands at approaches to intersections;
(ii) Around periphery of rotary islands;
(iii) Median openings;
liv) Facing approaching traffic at islands forming left infiltration lanes;
(v) On medians/islands on far side of the intersections;
(vi) At points where traffic divides into different directions e.g. down
ramps of a grade separated intersection, and
(vii) On far side of T~junctionsand street dead ends.

<< 9
IRC 79-1981

$ WHITE BORDER
-— RED BORDER
ALL—RED REFLECTOR ~ BACKGROUND
‘/ ~‘ RED REFLECTORS SCM DIE

I
‘S
C WHITE g PAINTED WHITE
6
‘5

U’
tbt
tot

1’
RED BORDER WH~TE RUTSUROUND
~ru BAcRGsOUND !rIC;F!JT.CTi)RS
I • I nt, REFLECTORS CM DIE

1’ T5 CM DIE
I
4,)
0
WHITE
PAINTED WHITE

iTt

Fig. 5. Typical designs of object markers

5.4, Object markers need not, however, he put up on islands

provided with lighted bollards.

Placement
5,5, The markers should he erected facing the traffic close
to the point where the obstruction within the roadway starts, for
instance ia the case of a channelising island at its nose point. No
part of the object marker should, however, encroach upon the
carriageway. To ensure this, it is desirable that the markers should
he set back from the face of the kerb a distance of at least 50 cm.

<< 10
 IRC 79.1981
5.6. Height of object markers might ~car~depending upon the
sittintion, but should be generally around 40-50 cm so that reflectors
are fully visible to the approaching traffic.
$. REQUIREMENTS FOR REFLECTORS
6.1. Reflectors can be made of films, synthetic materials
like plastic, or glass. Whatever material is used, it should have
stable ovtical characteristics, desired colour (i.e. white for
roadway indicators and red for hazard markers or object markers),
and a visibility ofat least 200 m under clear weather conditions
when illuminated by the upper beam of the car headlights.
Synthetic reflectors cost relatively less and may be preferred, but
glass reflectors have the advantage that inspite offrequent cleaning
which would scratch other surfaces, they maintain their efficiency.
Presence of water can, however, affect the efficacy of synthetic
reflectors; it is therfore, desirable that these should be mounted In
welded water-proaf units.
6.2. The reflector units should be inset into the lateral face
ofthe delineator post or securely fastened to it by suitable means.
Rivets are preferable to scress s. The units should be easily replace-
able so that damage to a unit does not necessitate changing the
post altogether.
1NSTALLAFK)N OF DELINCVTORq
7.

‘.1. Techniques of installation cm vary wcordin3 U inture

and stiffliess ofthe ground, and local cudom. In hard ground,
posts ma) he installed bs burying or pressing them into The ground.
Tf the ground is nat still enough. d proper foundation, whether
prefabricated or cast-in-situ, will be desirable. Installation should
ensure that the post does not change its orient.itinn particularly
when it is of a circular shape.
7.2. The deliaeators should he so positi med that the refle:-
torised or painted face is perpendicular to the direction of travel.
S. MA1NTF?sA?sCE
8.1. Iron, wooden or co wrete posts sit mid be repainted
regularly. To remove dirt, the reflective unit should be scrubbed
clean periodically, especially after rains. The ground around the
delineators should be kept clean by cutting grass and bushe; perio-
dically so that visibility of the de’ineators is not affected.

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