Traffic Signs Manual Chapter 05 PDF

Chap 5 Cover 23/10/03 9:25 Page 1
Traffic Signs Manual – Chapter 5

Road Markings is the official definitive guidance on the correct use of
the various road markings prescribed in the Traffic Signs Regulations.
2003
www. tso.co.uk
Chap 5 Cover 23/10/03 9:25 Page 2
16/10/03, 13:17 1 Foreword MAC.p65 171_Traffic Signs Ch5_NEW Text / Sig: 1 / Plate A
London: TSO
Traffic
Signs
Manual
Chapter 5
Welsh Assembly Government Road Markings

Scottish Executive
Department for Regional Development (Northern Ireland)
Department for Transport
Department for Transport
Department for Regional Development (Northern Ireland)
Scottish Executive
Road Markings Welsh Assembly Government
Chapter 5
Manual
Signs
Traffic
London: TSO
171_Traffic Signs Ch5_NEW Text / Sig: 1 / Plate A Foreword MAC.p65 1 16/10/03, 13:17
171_Traffic Signs Ch5_NEW Text / Sig: 1 / Plate B 16/10/03, 13:17 2 Foreword MAC.p65
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Printed in Great Britain using material containing 55% post-consumer waste,
Traffic Signs Manual 2003
ISBN - 978 0 11 552479 0
e-mail: licensing@opsi.gov.uk
For any other use of this material, please write to the Office of Public Sector Information,
Crown copyright and the title of the publication specified.

reproduced accurately and not used in a misleading context. The material must be acknowledged as
research, private study or for internal circulation within an organisation. This is subject to it being
Contents of Chapters 1-8

This publication, (excluding logos) may be reproduced free of charge in any format or medium for
Copyright in the typographical arrangements rests with the Crown.
Sixth impression 2009

© Crown copyright 2003
CHAPTER 1 Introduction, Miscellaneous Matters and General Index *
Office of Public Sector Information
CHAPTER 2 Directional Informatory Signs on Motorways and All-Purpose Roads *
Published for the Department for Transport under licence from the
CHAPTER 3 Regulatory Signs * To be published
CHAPTER 4 Warning Signs

Traffic Safety Measures and Signs for Road Works and Temporary Situations CHAPTER 8
CHAPTER 5 Road Markings
The Design of Traffic Signs CHAPTER 7
CHAPTER 6 Illumination of Traffic Signs *
Illumination of Traffic Signs * CHAPTER 6
CHAPTER 7 The Design of Traffic Signs
Road Markings CHAPTER 5
CHAPTER 8 Traffic Safety Measures and Signs for Road Works and Temporary Situations
Warning Signs CHAPTER 4
* To be published Regulatory Signs CHAPTER 3
Published for the Department for Transport under licence from the
Directional Informatory Signs on Motorways and All-Purpose Roads * CHAPTER 2
Office of Public Sector Information
Introduction, Miscellaneous Matters and General Index * CHAPTER 1
© Crown copyright 2003
Sixth impression 2009
Copyright in the typographical arrangements rests with the Crown.

Contents of Chapters 1-8
This publication, (excluding logos) may be reproduced free of charge in any format or medium for
research, private study or for internal circulation within an organisation. This is subject to it being
reproduced accurately and not used in a misleading context. The material must be acknowledged as
Crown copyright and the title of the publication specified.
For any other use of this material, please write to the Office of Public Sector Information,
e-mail: licensing@opsi.gov.uk
ISBN - 978 0 11 552479 0

Traffic Signs Manual 2003
Printed in Great Britain using material containing 55% post-consumer waste,
20% post-industrial waste and 25% ECF pulp.
Foreword MAC.p65 2 16/10/03, 13:17 171_Traffic Signs Ch5_NEW Text / Sig: 1 / Plate B
10/10/03, 12:24 3 Contents MAC.p65 171_Traffic Signs Ch5_NEW Text / Sig: 2 / Plate A
88 15. PEDESTRIAN CROSSINGS Traffic Signs Manual
86 14. TRAFFIC ISLANDS
80 13. ARROWS AND LANE DESTINATIONS
76 12. YELLOW BOX JUNCTION MARKINGS
73 11. YELLOW BAR MARKINGS
66 10. GRADE SEPARATED JUNCTIONS
62 9. SIGNAL CONTROLLED JUNCTIONS

Chapter 5
52 8. ROUNDABOUTS
CONTENTS
44 7. MAJOR / MINOR JUNCTIONS
42 6. ROAD STUDS
30 5. DOUBLE WHITE LINES 1. INTRODUCTION 5
13 4. LONGITUDINAL LINES 2. LEGAL 7
8 3. STOP AND GIVE WAY MARKINGS 3. STOP AND GIVE WAY MARKINGS 8
7 2. LEGAL 4. LONGITUDINAL LINES 13
5 1. INTRODUCTION 5. DOUBLE WHITE LINES 30
6. ROAD STUDS 42
7. MAJOR / MINOR JUNCTIONS 44
CONTENTS 8. ROUNDABOUTS 52
9. SIGNAL CONTROLLED JUNCTIONS 62

Chapter 5
10. GRADE SEPARATED JUNCTIONS 66
11. YELLOW BAR MARKINGS 73
12. YELLOW BOX JUNCTION MARKINGS 76
13. ARROWS AND LANE DESTINATIONS 80
14. TRAFFIC ISLANDS 86
Traffic Signs Manual 15. PEDESTRIAN CROSSINGS 88
171_Traffic Signs Ch5_NEW Text / Sig: 2 / Plate A Contents MAC.p65 3 10/10/03, 12:24
171_Traffic Signs Ch5_NEW Text / Sig: 2 / Plate B 10/10/03, 12:24 4 Contents MAC.p65
CONTENTS
16. CYCLE MARKINGS 95
17. BUS MARKINGS 102
18. TRAM MARKINGS 108
19. RAILWAY LEVEL CROSSINGS 113
20. WAITING RESTRICTIONS 116
21. TRAFFIC CALMING 125
22. WORDED AND DIAGRAMMATIC MARKINGS 131
23. MATERIALS AND MAINTENANCE 142
APPENDIX A: Northern Ireland variations 146
APPENDIX B: Index of diagrams 148
INDEX 151
151 INDEX
148 APPENDIX B: Index of diagrams
146 APPENDIX A: Northern Ireland variations
142 23. MATERIALS AND MAINTENANCE
131 22. WORDED AND DIAGRAMMATIC MARKINGS
125 21. TRAFFIC CALMING
116 20. WAITING RESTRICTIONS
113 19. RAILWAY LEVEL CROSSINGS
108 18. TRAM MARKINGS
102 17. BUS MARKINGS
95 16. CYCLE MARKINGS
CONTENTS
Contents MAC.p65 4 10/10/03, 12:24 171_Traffic Signs Ch5_NEW Text / Sig: 2 / Plate B
10/10/03, 12:25 5 Section 01 MAC.p65 171_Traffic Signs Ch5_NEW Text / Sig: 3 / Plate A
1 INTRODUCTION
conspicuity. (Northern Ireland) 1997. Diagram and regulation
speeds are high, in order to maintain adequate relevant legislation is the Traffic Signs Regulations
longitudinal lines need to be wider and longer where diagram in those Regulations. In Northern Ireland the GENERAL numbering occasionally differs in the Northern
used where traffic speeds are higher. Similarly, Reference to a “diagram number” is a reference to a Ireland Regulations (see Appendix A). References to
larger marking is legible at a greater distance and is applicable to England, Scotland and Wales. 1.1 The Traffic Signs Manual is intended to give Directions are not applicable in Northern Ireland;
paras 22.47 to 22.49). Two sizes are prescribed; the Regulations and General Directions 2002 and advice to traffic authorities and their agents on the where these are referred to, advice should be sought
markings, e.g. SLOW, by elongating the legend (see Directions” is a reference to the Traffic Signs correct use of signs and road markings. Mandatory from the Department for Regional Development's
This effect is countered in the case of worded 1.5 Any reference to “the Regulations” or “the requirements are set out in the current version of the Roads Service Headquarters.
viewed, road markings appear heavily foreshortened. Traffic Signs Regulations and General Directions;
1.9 Because of the oblique angle at which they are Bridges, published by the Stationery Office. nothing in the manual can override these. The advice
be found in the Design Manual for Roads and is given to assist authorities in the discharge of their USE OF ROAD MARKINGS
scheme. Departmental Standards and Advice Notes. These can duties under section 122 of the Road Traffic
considered in detail at the design stage of any information might be helpful, reference is made to Regulation Act 1984, but it is for traffic authorities to 1.6 Road markings serve a very important function in
length. Road marking layout should always be the manual. Where more detailed background determine what signing they consider necessary to conveying to road users information and
changes of direction or sharp tapers of inadequate stated, is a reference to a section in this chapter of meet those duties. requirements which might not be possible using
ensure a flowing alignment, avoiding sudden and any reference to a “section”, unless otherwise upright signs. They have the advantage that they can
traffic flow. Longitudinal lines should be designed to for regulatory signs or Chapter 4 for warning signs 1.2 The Traffic Signs Manual is applicable in often be seen when a verge-mounted sign is
discipline they improve the safety and efficiency of Chapter of the Traffic Signs Manual, e.g. Chapter 3 England, Northern Ireland, Scotland and Wales. obscured, and, unlike such signs, they can provide a
lane markings is desirable; by encouraging lane 1.4 Any reference to a “Chapter” is a reference to a References to “the Secretary of State” should continuing message.
available road space. In particular, widespread use of therefore be interpreted as referring to the Secretary
improve junction capacity, and make best use of signs; others are intended to be used alone. of State for Transport, the Department for Regional 1.7 Road markings have their limitations. They may
edge on unlit roads at night. They can also help to Some markings may be used to supplement upright Development (Northern Ireland), the Scottish be completely obliterated by snow. Their conspicuity
conflicting movements and by delineating the road warning, guidance or information of road users. Executive or the Welsh Assembly Government as is impaired when wet or dirty, and their effective life
path to be followed through hazards, by separating markings on the surface of the road for the control, appropriate. is reduced if they are subjected to heavy trafficking.
contribution to safety, e.g. by clearly defining the and use of road markings (including road studs), i.e.
1.8 Nevertheless, road markings make a vital 1.3 This chapter of the manual describes the design 1.3 This chapter of the manual describes the design 1.8 Nevertheless, road markings make a vital
and use of road markings (including road studs), i.e. contribution to safety, e.g. by clearly defining the
is reduced if they are subjected to heavy trafficking. appropriate. markings on the surface of the road for the control, path to be followed through hazards, by separating
is impaired when wet or dirty, and their effective life Executive or the Welsh Assembly Government as warning, guidance or information of road users. conflicting movements and by delineating the road
be completely obliterated by snow. Their conspicuity Development (Northern Ireland), the Scottish Some markings may be used to supplement upright edge on unlit roads at night. They can also help to
1.7 Road markings have their limitations. They may of State for Transport, the Department for Regional signs; others are intended to be used alone. improve junction capacity, and make best use of
therefore be interpreted as referring to the Secretary available road space. In particular, widespread use of
continuing message. References to “the Secretary of State” should 1.4 Any reference to a “Chapter” is a reference to a lane markings is desirable; by encouraging lane
obscured, and, unlike such signs, they can provide a England, Northern Ireland, Scotland and Wales. Chapter of the Traffic Signs Manual, e.g. Chapter 3 discipline they improve the safety and efficiency of
often be seen when a verge-mounted sign is 1.2 The Traffic Signs Manual is applicable in for regulatory signs or Chapter 4 for warning signs traffic flow. Longitudinal lines should be designed to
upright signs. They have the advantage that they can and any reference to a “section”, unless otherwise ensure a flowing alignment, avoiding sudden
requirements which might not be possible using meet those duties. stated, is a reference to a section in this chapter of changes of direction or sharp tapers of inadequate
conveying to road users information and determine what signing they consider necessary to the manual. Where more detailed background length. Road marking layout should always be
1.6 Road markings serve a very important function in Regulation Act 1984, but it is for traffic authorities to information might be helpful, reference is made to considered in detail at the design stage of any
duties under section 122 of the Road Traffic Departmental Standards and Advice Notes. These can scheme.
USE OF ROAD MARKINGS is given to assist authorities in the discharge of their be found in the Design Manual for Roads and
nothing in the manual can override these. The advice Bridges, published by the Stationery Office. 1.9 Because of the oblique angle at which they are
Traffic Signs Regulations and General Directions; viewed, road markings appear heavily foreshortened.
Roads Service Headquarters. requirements are set out in the current version of the 1.5 Any reference to “the Regulations” or “the This effect is countered in the case of worded
from the Department for Regional Development's correct use of signs and road markings. Mandatory Directions” is a reference to the Traffic Signs markings, e.g. SLOW, by elongating the legend (see
where these are referred to, advice should be sought advice to traffic authorities and their agents on the Regulations and General Directions 2002 and paras 22.47 to 22.49). Two sizes are prescribed; the
Directions are not applicable in Northern Ireland; 1.1 The Traffic Signs Manual is intended to give applicable to England, Scotland and Wales. larger marking is legible at a greater distance and is
Ireland Regulations (see Appendix A). References to Reference to a “diagram number” is a reference to a used where traffic speeds are higher. Similarly,
numbering occasionally differs in the Northern GENERAL diagram in those Regulations. In Northern Ireland the longitudinal lines need to be wider and longer where
relevant legislation is the Traffic Signs Regulations speeds are high, in order to maintain adequate
(Northern Ireland) 1997. Diagram and regulation conspicuity.
1 INTRODUCTION
171_Traffic Signs Ch5_NEW Text / Sig: 3 / Plate A Section 01 MAC.p65 5 10/10/03, 12:25
171_Traffic Signs Ch5_NEW Text / Sig: 3 / Plate B 10/10/03, 12:25 6 Section 01 MAC.p65
INTRODUCTION
the Department's website. young; someone seventy years old may suffer a
Traffic Sign Design and Manufacture” and also on Older drivers also see a marking less well than the
VISIBILITY reduction in visibility distance of more than 20% Stationery Office in the series “Working Drawings for water, greatly reducing the brightness of the line.
compared with drivers still in their twenties. of the more complex ones are published by the the night time luminance are drowned by excess
1.10 For road markings to be effective, they must be dimensioned in the Regulations. Detailed drawings and especially by rain; the glass beads which produce
clearly visible both by day and by night. Markings 1.14 The marking regime prescribed in the UK unless stated otherwise. Many markings are fully oncoming vehicles, dirty headlamps or windscreen
have two principal functions. The first is symbolic, generally gives adequate levels of guidance in good 1.17 Dimensions on the figures are in millimetres Visibility distance is adversely affected by glare from
e.g. hatched markings; the driver needs to have conditions, i.e. where the road is dry, the driver is day time, higher contrast with the road surface).
learned that these indicate an area which is not young, the vehicle has clean, powerful headlamps DIMENSIONS higher coefficient of retroreflected luminance (in the
available to traffic. The second is guidance; centre and there is no glare from oncoming vehicles. On is wider, has a higher mark-to-gap ratio or has a
lines, edge lines and lane lines help drivers to roads with high traffic speeds, wider lines should distance of a road marking. It is increased when a line
maintain their lateral position on the road. Some normally be adopted where alternatives are profiles (see paras 4.39 to 4.48, and 23.16). 1.13 A variety of factors influence the visibility
markings, e.g. hazard lines and double white line prescribed. However, it is important that guidance markings may also be enhanced by the use of raised
systems have both symbolic and guidance functions. markings are well maintained. Severe wear reduces beads, but the wet performance of certain road staggers.
both effective width and retroreflective performance, This is usually achieved by the use of larger glass tend to miss the curve, or proceed in a series of
1.11 The guidance function is less critical (although and hence the visibility distance. Further guidance on performance even when wet may also be specified. second “preview time”. If it is not provided, drivers
still important) in daylight or on lit roads because the maintenance of road markings can be found in 1.16 Markings which maintain night-time visibility distance required to maintain this two-
there are many visual cues available to enable the paras 23.21 to 23.26. higher the prevailing traffic speed, the greater the
driver to judge course and position. On unlit roads at paras 23.9, 23.10 and 23.16 for further details). close to the road edge on right hand bends. The
night, conditions are very different; the visual stimuli longer time before renewal becomes necessary (see close to the centre line on left hand bends, or too
in the distance and to the sides of the road are largely REFLECTORISATION provide an acceptable level of performance for a late when the road changes direction. They run too
absent. Road markings then become the most markings are visible at greater distances, and may visibility is less than this, drivers tend to adjust too
important aid in enabling the driver to follow the 1.15 Tiny glass beads are incorporated in road different classes for night-time brightness. Brighter minimum of two seconds of travel time. If the
road. markings so that they reflect the light from vehicle for road markings (BS EN 1436) specifies several guidance markings at a distance equivalent to a
headlamps back towards the driver. This makes the reflectorised materials. The new European Standard shown that drivers need to be able to detect
1.12 Recent collaborative European research has marking much brighter at night than non- marking much brighter at night than non- 1.12 Recent collaborative European research has
shown that drivers need to be able to detect reflectorised materials. The new European Standard headlamps back towards the driver. This makes the
guidance markings at a distance equivalent to a for road markings (BS EN 1436) specifies several markings so that they reflect the light from vehicle road.
minimum of two seconds of travel time. If the different classes for night-time brightness. Brighter 1.15 Tiny glass beads are incorporated in road important aid in enabling the driver to follow the
visibility is less than this, drivers tend to adjust too markings are visible at greater distances, and may absent. Road markings then become the most
late when the road changes direction. They run too provide an acceptable level of performance for a REFLECTORISATION in the distance and to the sides of the road are largely
close to the centre line on left hand bends, or too longer time before renewal becomes necessary (see night, conditions are very different; the visual stimuli
close to the road edge on right hand bends. The paras 23.9, 23.10 and 23.16 for further details). driver to judge course and position. On unlit roads at
higher the prevailing traffic speed, the greater the paras 23.21 to 23.26. there are many visual cues available to enable the
visibility distance required to maintain this two- 1.16 Markings which maintain night-time the maintenance of road markings can be found in still important) in daylight or on lit roads because
second “preview time”. If it is not provided, drivers performance even when wet may also be specified. and hence the visibility distance. Further guidance on 1.11 The guidance function is less critical (although
tend to miss the curve, or proceed in a series of This is usually achieved by the use of larger glass both effective width and retroreflective performance,
staggers. beads, but the wet performance of certain road markings are well maintained. Severe wear reduces systems have both symbolic and guidance functions.
markings may also be enhanced by the use of raised prescribed. However, it is important that guidance markings, e.g. hazard lines and double white line
1.13 A variety of factors influence the visibility profiles (see paras 4.39 to 4.48, and 23.16). normally be adopted where alternatives are maintain their lateral position on the road. Some
distance of a road marking. It is increased when a line roads with high traffic speeds, wider lines should lines, edge lines and lane lines help drivers to
is wider, has a higher mark-to-gap ratio or has a and there is no glare from oncoming vehicles. On available to traffic. The second is guidance; centre
higher coefficient of retroreflected luminance (in the DIMENSIONS young, the vehicle has clean, powerful headlamps learned that these indicate an area which is not
day time, higher contrast with the road surface). conditions, i.e. where the road is dry, the driver is e.g. hatched markings; the driver needs to have
Visibility distance is adversely affected by glare from 1.17 Dimensions on the figures are in millimetres generally gives adequate levels of guidance in good have two principal functions. The first is symbolic,
oncoming vehicles, dirty headlamps or windscreen unless stated otherwise. Many markings are fully 1.14 The marking regime prescribed in the UK clearly visible both by day and by night. Markings
and especially by rain; the glass beads which produce dimensioned in the Regulations. Detailed drawings 1.10 For road markings to be effective, they must be
the night time luminance are drowned by excess of the more complex ones are published by the compared with drivers still in their twenties.
water, greatly reducing the brightness of the line. Stationery Office in the series “Working Drawings for reduction in visibility distance of more than 20% VISIBILITY
Older drivers also see a marking less well than the Traffic Sign Design and Manufacture” and also on
young; someone seventy years old may suffer a the Department's website. INTRODUCTION
Section 01 MAC.p65 6 10/10/03, 12:25 171_Traffic Signs Ch5_NEW Text / Sig: 3 / Plate B
2 LEGAL
PRESCRIBED MARKINGS AND ROAD STUDS 2.5 Care should be taken to ensure that markings
are used only in the manner prescribed in the
2.1 All road markings placed on a highway or road Regulations, and that no non-prescribed marking is
to which the public have access must be either used unless it has been authorised in writing. Failure
prescribed by Regulations or authorised by the to do so may leave an authority open to litigation, or
Secretary of State for Transport (for installations in make a traffic regulation order unenforceable.
England) or the Department for Regional
Development (Northern Ireland), the Scottish 2.6 Regulation 31(3) requires the use of white road
Executive or the Welsh Assembly Government as studs in conjunction with double white lines
markings and road studs (regulation 32). (direction 18). appropriate. (diagrams 1013.1, 1013.3 and 1013.4). Guidance on
Regulations prescribe maximum heights for road certain other markings or with specified signs the more general use of road studs is given in
2.11 In addition to indicating overall dimensions, the markings may be placed only in conjunction with 2.2 All road studs used on the public highway must section 6.
Road Traffic Act 1988 (regulation 10). Some road satisfy the minimum performance classes specified in
regulation 31(7) and detailed in paras 6.9 and 6.10. constitute a traffic offence under Section 36 of the direction 57 or, if of a type not covered by the 2.7 Clarification of current policy on the use of edge
respect to the running lanes are prescribed in implications in that not complying with them could European Standard BS EN 1463 (see para 6.6), of carriageway markings and associated road studs
2.10 The colours and location of stud reflectors with e.g. Give Way markings (diagram 1003), have legal e.g. light-emitting studs, be approved in writing by in Northern Ireland should be sought from the
statutory provision (direction 7), whilst others, the Secretary of State or by the equivalent national Department for Regional Development's Roads
paras 23.17 and 23.18. supported by a traffic regulation order or other authority (see para 1.2). Service Headquarters.
white and yellow. Further details can be found in 2.4 Certain road markings may be used only if
2.9 Road markings are prescribed in the colours
authority. PLACING OF ROAD MARKINGS AND STUDS ILLUMINATION, COLOURS AND DIMENSIONS
appears in table 23-1. 1980). In Scotland, this will be the appropriate roads
retroreflecting material (regulation 31(1)). A full list highway authority (section 132 of the Highways Act 2.3 Road markings and road studs may be placed 2.8 Most road markings that have a guidance
function are required to be illuminated by on a highway only by or with the consent of the on a highway only by or with the consent of the function are required to be illuminated by
2.8 Most road markings that have a guidance 2.3 Road markings and road studs may be placed highway authority (section 132 of the Highways Act retroreflecting material (regulation 31(1)). A full list
1980). In Scotland, this will be the appropriate roads appears in table 23-1.
ILLUMINATION, COLOURS AND DIMENSIONS PLACING OF ROAD MARKINGS AND STUDS authority.
2.9 Road markings are prescribed in the colours
2.4 Certain road markings may be used only if white and yellow. Further details can be found in
Service Headquarters. authority (see para 1.2). supported by a traffic regulation order or other paras 23.17 and 23.18.
Department for Regional Development's Roads the Secretary of State or by the equivalent national statutory provision (direction 7), whilst others,
in Northern Ireland should be sought from the e.g. light-emitting studs, be approved in writing by e.g. Give Way markings (diagram 1003), have legal 2.10 The colours and location of stud reflectors with
of carriageway markings and associated road studs European Standard BS EN 1463 (see para 6.6), implications in that not complying with them could respect to the running lanes are prescribed in
2.7 Clarification of current policy on the use of edge direction 57 or, if of a type not covered by the constitute a traffic offence under Section 36 of the regulation 31(7) and detailed in paras 6.9 and 6.10.
satisfy the minimum performance classes specified in Road Traffic Act 1988 (regulation 10). Some road
section 6. 2.2 All road studs used on the public highway must markings may be placed only in conjunction with 2.11 In addition to indicating overall dimensions, the
the more general use of road studs is given in certain other markings or with specified signs Regulations prescribe maximum heights for road
(diagrams 1013.1, 1013.3 and 1013.4). Guidance on appropriate. (direction 18). markings and road studs (regulation 32).
studs in conjunction with double white lines Executive or the Welsh Assembly Government as
2.6 Regulation 31(3) requires the use of white road Development (Northern Ireland), the Scottish
England) or the Department for Regional
make a traffic regulation order unenforceable. Secretary of State for Transport (for installations in
to do so may leave an authority open to litigation, or prescribed by Regulations or authorised by the
used unless it has been authorised in writing. Failure to which the public have access must be either
Regulations, and that no non-prescribed marking is 2.1 All road markings placed on a highway or road
are used only in the manner prescribed in the
2.5 Care should be taken to ensure that markings PRESCRIBED MARKINGS AND ROAD STUDS
2 LEGAL
171_Traffic Signs Ch5_NEW Text / Sig: 4 / Plate B 22/10/03, 16:05 8 Section 03 MAC.P65
3 STOP AND GIVE WAY MARKINGS

bend prevents it being seen from a distance. proceed when required to stop by light signals. The
GENERAL 200 mm width is generally for use in urban areas. The 15 m, e.g. where the vertical curvature or a sharp indicates the position beyond which a driver must not
300 mm width should be used in rural areas, or Exceptionally this may be increased to a maximum of continuous line 200 mm or 300 mm in width and
3.1 The legal requirements imposed on drivers by the where the 85th percentile speed exceeds 35 mph. less than 2.1 m from the nearest part of the Stop line. 3.7 The marking (diagram 1001) consists of a single
STOP sign and its associated marking are defined in The greater width may also be used in urban areas at top edge of the legend is not more than 2.75 m nor
regulation 16. The requirements imposed by the Give difficult locations, or where heavy traffic results in 3.12 The word STOP is normally located so that the TRAFFIC SIGNAL STOP LINE
Way marking are defined in regulation 25. rapid erosion of the marking.
prescribed, as shown in table 3-1.
3.2 The Stop line shown in figure 3-1 and the 3.8 The Stop line will normally be at right angles to figure 3-1). Two sizes for the word STOP are vehicles had priority (directions 30 and 34(1)(a)).
Give Way line shown in figure 3-2 are normally the centre line of the road to which it applies. It always be used in conjunction with each other (see junction, as this would cause uncertainty as to which
positioned so that the edge of the marking nearest should be at least 1.5 m in advance of the near side the worded STOP marking (diagram 1022) must and markings or Give Way lines on all legs of a
to the major road continues the line of the edge of primary signal, although 2.5 m is preferable (see also paras 3.2 to 3.6). The STOP sign, Stop line and 3.6 The Directions prohibit the use of STOP signs
that road, even when the minor road enters at an para 9.4). Site conditions may necessitate a greater and must not be used with a GIVE WAY sign (see
angle other than 90°. See para 3.21 for guidance on distance (see below). Recommended layouts are junctions controlled by STOP signs (diagram 601.1) for approach warning lines.
positioning the Give Way line where a 1 m hard strip shown in figures 9-1 and 9-2. single continuous line 400 mm wide. It is used only at accordance with the standards set out in para 4.16
is provided. 3.11 The marking (diagram 1002.1) consists of a line or lane division, extending from the junction in
3.9 It may be necessary to set back the Stop line to by longitudinal warning lines, indicating the centre
3.3 On two-way minor roads, the Stop or Give Way allow for positioning of the primary traffic signal and JUNCTION STOP LINE 3.5 The transverse markings should be accompanied
line normally extends to the centre of the any pedestrian crossing facility. At some junctions it is
carriageway, the remaining width being marked with necessary to set it back a further distance to permit whole width of the minor road.
diagram 1009 indicating the edge of the major road. turning movements into that road (see para 9.5). This paras 16.20 to 16.22. Give Way or Stop marking is always carried across the
Where this would result in Stop or Give Way lines less is likely to reduce the capacity of the junction; an stop line for cycles (diagram 1001.2) is dealt with in 3.4 Where a one-way street enters a major road, the
than 2.75 m long, these should be extended across alternative might be to prohibit a turning movement. respectively, see paras 19.3 and 18.12. The advanced
the full width of the minor road carriageway, and the crossings and at tramways at traffic signal junctions is not used at traffic signals.
centre line omitted. The diagram 1009 edge marking 3.10 For details of the stop line used at level 3.10 For details of the stop line used at level centre line omitted. The diagram 1009 edge marking
is not used at traffic signals. crossings and at tramways at traffic signal junctions the full width of the minor road carriageway, and the
respectively, see paras 19.3 and 18.12. The advanced alternative might be to prohibit a turning movement. than 2.75 m long, these should be extended across
3.4 Where a one-way street enters a major road, the stop line for cycles (diagram 1001.2) is dealt with in is likely to reduce the capacity of the junction; an Where this would result in Stop or Give Way lines less
Give Way or Stop marking is always carried across the paras 16.20 to 16.22. turning movements into that road (see para 9.5). This diagram 1009 indicating the edge of the major road.
whole width of the minor road. necessary to set it back a further distance to permit carriageway, the remaining width being marked with
any pedestrian crossing facility. At some junctions it is line normally extends to the centre of the
3.5 The transverse markings should be accompanied JUNCTION STOP LINE allow for positioning of the primary traffic signal and 3.3 On two-way minor roads, the Stop or Give Way
by longitudinal warning lines, indicating the centre 3.9 It may be necessary to set back the Stop line to
line or lane division, extending from the junction in 3.11 The marking (diagram 1002.1) consists of a is provided.
accordance with the standards set out in para 4.16 single continuous line 400 mm wide. It is used only at shown in figures 9-1 and 9-2. positioning the Give Way line where a 1 m hard strip
for approach warning lines. junctions controlled by STOP signs (diagram 601.1) distance (see below). Recommended layouts are angle other than 90°. See para 3.21 for guidance on
and must not be used with a GIVE WAY sign (see para 9.4). Site conditions may necessitate a greater that road, even when the minor road enters at an
3.6 The Directions prohibit the use of STOP signs also paras 3.2 to 3.6). The STOP sign, Stop line and primary signal, although 2.5 m is preferable (see to the major road continues the line of the edge of
and markings or Give Way lines on all legs of a the worded STOP marking (diagram 1022) must should be at least 1.5 m in advance of the near side positioned so that the edge of the marking nearest
junction, as this would cause uncertainty as to which always be used in conjunction with each other (see the centre line of the road to which it applies. It Give Way line shown in figure 3-2 are normally
vehicles had priority (directions 30 and 34(1)(a)). figure 3-1). Two sizes for the word STOP are 3.8 The Stop line will normally be at right angles to 3.2 The Stop line shown in figure 3-1 and the
prescribed, as shown in table 3-1.
rapid erosion of the marking. Way marking are defined in regulation 25.
TRAFFIC SIGNAL STOP LINE 3.12 The word STOP is normally located so that the difficult locations, or where heavy traffic results in regulation 16. The requirements imposed by the Give
top edge of the legend is not more than 2.75 m nor The greater width may also be used in urban areas at STOP sign and its associated marking are defined in
3.7 The marking (diagram 1001) consists of a single less than 2.1 m from the nearest part of the Stop line. where the 85th percentile speed exceeds 35 mph. 3.1 The legal requirements imposed on drivers by the
continuous line 200 mm or 300 mm in width and Exceptionally this may be increased to a maximum of 300 mm width should be used in rural areas, or
indicates the position beyond which a driver must not 15 m, e.g. where the vertical curvature or a sharp 200 mm width is generally for use in urban areas. The GENERAL
proceed when required to stop by light signals. The bend prevents it being seen from a distance.
3 STOP AND GIVE WAY MARKINGS
Section 03 MAC.P65 8 22/10/03, 16:05 171_Traffic Signs Ch5_NEW Text / Sig: 4 / Plate B
22/10/03, 16:05 9 Section 03 MAC.P65 171_Traffic Signs Ch5_NEW Text / Sig: 5 / Plate A
STOP AND GIVE WAY MARKINGS

junctions other than those which are controlled by for greater emphasis.
the Give Way marking is intended for use at all by site conditions or where the accident record calls
3.15 With the exceptions mentioned in para 3.22, alternatives should be used where they are required
NOTE: Alternative sizes are shown in brackets. The
marking may be used in advance of the junction.
at the junction. In all cases, the worded SLOW road 2800 1200 Over 50
i.e. only when the upright GIVE WAY sign is installed 2800 900 (1200) 41 to 50
table 2-1 in Chapter 4) may be provided with (iii), 1600 (2800) 750 (900) 31 to 40
501 and 503 (in accordance with the guidance in 1600 750 Up to 30
Advance warning of the GIVE WAY using diagrams
(mm) (mm) (mph)
road marking sign speed
and GIVE WAY sign.
Size of STOP Size of STOP 85 percentile
(iii) Give Way marking with approach triangle
Table 3-1
(ii) Give Way marking with approach triangle
Give Way marking alone (i)
but in the following combinations only: appropriate.

(diagram 1023) and the upright sign to diagram 602, Chapter 4 indicates where advance signing is
accompanied by the approach triangle (diagram 1024) on the carriageway. Table 2-1 in
at major / minor road junctions. It may be may be accompanied by the worded marking SLOW
3.14 The Give Way marking to diagram 1003 is used and its associated distance plate (diagram 502) which
required, this is provided by the sign to diagram 501
GIVE WAY MARKINGS 3.13 Where advance warning of the STOP sign is
3.13 Where advance warning of the STOP sign is GIVE WAY MARKINGS
required, this is provided by the sign to diagram 501
and its associated distance plate (diagram 502) which 3.14 The Give Way marking to diagram 1003 is used
may be accompanied by the worded marking SLOW at major / minor road junctions. It may be
(diagram 1024) on the carriageway. Table 2-1 in accompanied by the approach triangle
Chapter 4 indicates where advance signing is (diagram 1023) and the upright sign to diagram 602,
appropriate. but in the following combinations only:
(i) Give Way marking alone
(ii) Give Way marking with approach triangle

Table 3-1
(iii) Give Way marking with approach triangle
85 percentile Size of STOP Size of STOP
and GIVE WAY sign.
speed sign road marking
(mph) (mm) (mm)
Advance warning of the GIVE WAY using diagrams
Up to 30 750 1600 501 and 503 (in accordance with the guidance in
31 to 40 750 (900) 1600 (2800) table 2-1 in Chapter 4) may be provided with (iii),
41 to 50 900 (1200) 2800 i.e. only when the upright GIVE WAY sign is installed
Over 50 1200 2800 at the junction. In all cases, the worded SLOW road
marking may be used in advance of the junction.
NOTE: Alternative sizes are shown in brackets. The
alternatives should be used where they are required 3.15 With the exceptions mentioned in para 3.22,
by site conditions or where the accident record calls the Give Way marking is intended for use at all
for greater emphasis. junctions other than those which are controlled by
171_Traffic Signs Ch5_NEW Text / Sig: 5 / Plate A Section 03 MAC.P65 9 22/10/03, 16:05
10

as a way of overcoming poor visibility to the right. the minor road is a residential or local street.
beneficial to give a less heavily trafficked road priority urban areas at junctions with primary routes unless
result in overrun type accidents. It might also be junctions of public roads with primary routes, and in
stopping vehicles on a steep downhill grade might upright sign should also be used in rural areas at all
priority. For example, at a square crossroads junction, the upright GIVE WAY sign to diagram 602. The
importance as the minor road when allocating crossroads, the marking should be accompanied by
would be preferable to treat a road of greater traffic presence of the major road is not obvious, e.g. at a
conditions at certain junctions might be such that it junction is with a heavily trafficked route, or the
should normally be given priority. Exceptionally, diagram 1003 is provided (see para 3.14). When the
3.20 The route carrying the highest traffic flow used only when a transverse Give Way line to
3.17 The triangular marking (diagram 1023) may be
para 16.3).
and 1023 are prescribed for use with cycle tracks (see minor road at a junction (see also paras 3.2 to 3.6).
3.19 Alternative dimensions for diagrams 1003 following, the marking is laid at the mouth of the
spaced 300 mm apart (see figure 3-2). Subject to the
marking should be provided in each lane. 300 mm gaps. The lines are 200 mm wide and are
the junction comprises more than one lane, the laid side by side, each comprising 600 mm marks and
the centre of the traffic lane. Where the approach to major / minor junctions consists of two broken lines
The triangle should be positioned approximately in 3.16 The prescribed marking (diagram 1003) for
in order to ensure adequate visibility (see Chapter 3).
vertical sign has to be sited further from the junction good.
may be increased to a maximum of 15 m if the where traffic speeds and flows are low and visibility is
the transverse marking (see figure 3-2). This distance used at private accesses, or on minor estate roads
leading edge between 2100 mm and 2750 mm from not controlled by those signals). It is not generally
3.18 Diagram 1023 is normally located with its STOP signs or by traffic signals (except for movements
STOP signs or by traffic signals (except for movements 3.18 Diagram 1023 is normally located with its
not controlled by those signals). It is not generally leading edge between 2100 mm and 2750 mm from
used at private accesses, or on minor estate roads the transverse marking (see figure 3-2). This distance
where traffic speeds and flows are low and visibility is may be increased to a maximum of 15 m if the
good. vertical sign has to be sited further from the junction
in order to ensure adequate visibility (see Chapter 3).
3.16 The prescribed marking (diagram 1003) for The triangle should be positioned approximately in
major / minor junctions consists of two broken lines the centre of the traffic lane. Where the approach to
laid side by side, each comprising 600 mm marks and the junction comprises more than one lane, the
300 mm gaps. The lines are 200 mm wide and are marking should be provided in each lane.
spaced 300 mm apart (see figure 3-2). Subject to the
following, the marking is laid at the mouth of the 3.19 Alternative dimensions for diagrams 1003
minor road at a junction (see also paras 3.2 to 3.6). and 1023 are prescribed for use with cycle tracks (see
para 16.3).
3.17 The triangular marking (diagram 1023) may be
used only when a transverse Give Way line to 3.20 The route carrying the highest traffic flow
diagram 1003 is provided (see para 3.14). When the should normally be given priority. Exceptionally,
junction is with a heavily trafficked route, or the conditions at certain junctions might be such that it
presence of the major road is not obvious, e.g. at a would be preferable to treat a road of greater traffic
crossroads, the marking should be accompanied by importance as the minor road when allocating
the upright GIVE WAY sign to diagram 602. The priority. For example, at a square crossroads junction,
upright sign should also be used in rural areas at all stopping vehicles on a steep downhill grade might
junctions of public roads with primary routes, and in result in overrun type accidents. It might also be
urban areas at junctions with primary routes unless beneficial to give a less heavily trafficked road priority
the minor road is a residential or local street. as a way of overcoming poor visibility to the right.
10
22/10/03, 16:05 11 Section 03 MAC.P65 171_Traffic Signs Ch5_NEW Text / Sig: 6 / Plate A
11
3.21 On roads where a 1 m hard strip is provided, 3.22 Diagram 1003 should not be used on high
demarcated with the edge of carriageway marking to speed dual carriageway roads where traffic either
diagram 1012.1 or 1012.3, the Give Way marking joins from a slip road (at a grade separated junction)
should be aligned with the back of the hard strip and or there is a merging taper. At such sites the marking
not with the edge line (see figure 3-3). to diagram 1010 should be used (see figure 3-4).
to diagram 1010 should be used (see figure 3-4). not with the edge line (see figure 3-3).
or there is a merging taper. At such sites the marking should be aligned with the back of the hard strip and
joins from a slip road (at a grade separated junction) diagram 1012.1 or 1012.3, the Give Way marking
speed dual carriageway roads where traffic either demarcated with the edge of carriageway marking to
3.22 Diagram 1003 should not be used on high 3.21 On roads where a 1 m hard strip is provided,
11
171_Traffic Signs Ch5_NEW Text / Sig: 6 / Plate A Section 03 MAC.P65 11 22/10/03, 16:05
12
3.23 Where a side road joins either a high speed

single carriageway road or a dual carriageway road
with a gap in the central reservation, the marking to on any part of the hump.
diagram 1003 should be used. should be placed on the carriageway of the road, not
diagram 1062 (see para 21.9). The Give Way marking
on each approach. The hump must be marked with
PRIORITY TRAFFIC SITES with a longitudinal warning line to diagram 1004
diagram 1023 should also be provided, together
3.24 Where the width of the road is such that traffic accordance with direction 34(2). The marking to
from one direction is given priority over that from the extend across the full width of the carriageway, in
other using diagrams 615 and 811, the Give Way should be of the flat-topped type. The hump must
marking to diagram 1003 may be used with diagram by the cycle track must consist of a road hump, which
615 to indicate the place at which vehicles should track crossing a road. The length of road crossed
wait. The marking to diagram 1023 may also be diagram 1003 to be used to give priority to a cycle
provided, but not the vertical sign to diagram 602, 3.25 Regulation 25(6) enables the marking to
which is prescribed for use only at junctions or level
crossings (regulation 16). A longitudinal warning line CYCLE PRIORITY
to diagram 1004 or 1004.1 should be used on the
approach to this narrow section as far as the Give
Way line, discontinued through the hazard and to give way.
recommenced where an adequate two-way width is both directions be required by the signs or markings
regained. Diagram 615 must be accompanied by the vehicles”. Under no circumstances should traffic from
plate to diagram 615.1 “Give way to oncoming the plate to diagram 811.1 “Priority over oncoming
vehicles”, and diagram 811 must be accompanied by vehicles”, and diagram 811 must be accompanied by
the plate to diagram 811.1 “Priority over oncoming plate to diagram 615.1 “Give way to oncoming
vehicles”. Under no circumstances should traffic from regained. Diagram 615 must be accompanied by the
both directions be required by the signs or markings recommenced where an adequate two-way width is
to give way. Way line, discontinued through the hazard and
approach to this narrow section as far as the Give
to diagram 1004 or 1004.1 should be used on the
CYCLE PRIORITY crossings (regulation 16). A longitudinal warning line
which is prescribed for use only at junctions or level
3.25 Regulation 25(6) enables the marking to provided, but not the vertical sign to diagram 602,
diagram 1003 to be used to give priority to a cycle wait. The marking to diagram 1023 may also be
track crossing a road. The length of road crossed 615 to indicate the place at which vehicles should
by the cycle track must consist of a road hump, which marking to diagram 1003 may be used with diagram
should be of the flat-topped type. The hump must other using diagrams 615 and 811, the Give Way
extend across the full width of the carriageway, in from one direction is given priority over that from the
accordance with direction 34(2). The marking to 3.24 Where the width of the road is such that traffic
diagram 1023 should also be provided, together
with a longitudinal warning line to diagram 1004 PRIORITY TRAFFIC SITES
on each approach. The hump must be marked with
diagram 1062 (see para 21.9). The Give Way marking
should be placed on the carriageway of the road, not diagram 1003 should be used.
on any part of the hump. with a gap in the central reservation, the marking to
single carriageway road or a dual carriageway road
3.23 Where a side road joins either a high speed
12
13
4 LONGITUDINAL LINES
Four lanes or more (see para 4.3)
CENTRE LINES
and one in the other) 9 150 6 3 Over 40 1008.1
three lanes marked as two in one direction
4.1 The 1994 Regulations introduced new markings
Two-lane roads 10 m or more in width (or
intended for use as centre lines separating opposing
flows of traffic on single carriageway roads. These are
Two-lane roads, not less than 5.5 m in width 18 100 6 3 Over 40 1008.1
illustrated in figure 4-1 and the dimensions and
recommended applications are shown in table 4-1.
Diagram 1008 is used where the speed limit is
and one in the other) 6 150 4 2
or less
1008 40 mph or less, and 1008.1 where the speed limit is
three lanes marked as two in one direction 40 more than 40 mph.
4.2 All new installations and reinstatements must
or less
Two-lane roads, not less than 5.5 m in width 12 100 4 2 1008 use diagrams 1008 and 1008.1 for centre line
40
markings (where warning lines and double line
(m) systems are not appropriate) in place of old markings
(if used) (mph) to diagram 1005.
of studs (mm) (m) (m) limit No.
Description Spacing Width Gap Mark Speed Diag 4.3 The marking should be used only on single
carriageway roads. Where the road comprises one
Table 4-1 Centre line on single carriageway roads lane in each direction, the 100 mm wide marking will
normally be sufficient. On four-lane roads, three-lane
narrower than the lane line (see para 4.10). It may be marked as two in one direction and one in the other,
paras 4.7 to 4.11). The centre line should never be or two-lane 10m wide, the 150 mm marking should
be used. Any lane lines should be 100 mm wide (see be used. Any lane lines should be 100 mm wide (see
or two-lane 10m wide, the 150 mm marking should paras 4.7 to 4.11). The centre line should never be
marked as two in one direction and one in the other, narrower than the lane line (see para 4.10). It may be
normally be sufficient. On four-lane roads, three-lane
lane in each direction, the 100 mm wide marking will Table 4-1 Centre line on single carriageway roads
carriageway roads. Where the road comprises one
4.3 The marking should be used only on single Diag Speed Mark Gap Width Spacing Description
No. limit (m) (m) (mm) of studs
to diagram 1005. (mph) (if used)
systems are not appropriate) in place of old markings (m)
markings (where warning lines and double line
40
use diagrams 1008 and 1008.1 for centre line 1008 2 4 100 12 Two-lane roads, not less than 5.5 m in width
or less
4.2 All new installations and reinstatements must
more than 40 mph. 40 three lanes marked as two in one direction
1008 2 4 150 6 and one in the other)
40 mph or less, and 1008.1 where the speed limit is or less
Diagram 1008 is used where the speed limit is
recommended applications are shown in table 4-1.
illustrated in figure 4-1 and the dimensions and
1008.1 Over 40 3 6 100 18 Two-lane roads, not less than 5.5 m in width
flows of traffic on single carriageway roads. These are
intended for use as centre lines separating opposing
4.1 The 1994 Regulations introduced new markings
three lanes marked as two in one direction
1008.1 Over 40 3 6 150 9 and one in the other)
CENTRE LINES
4 LONGITUDINAL LINES
13
14
LONGITUDINAL LINES
18 100 (150) 7 2 Over 40 1005.1
replaced by the warning line (see paras 4.12 to 4.26) 4.8 The marking is intended for dividing the 12 100 (150) 5 1 40 or less 1005
where appropriate. When there are two or more carriageway into lanes where traffic on either side of
(m)
lanes in each direction, consideration might be given the line travels in the same direction, and not for
(if used) (mm) (m) (m) (mph) No.
to double white lines (see section 5). separating opposing flows of traffic. Details are set
Spacing of studs Width Gap Mark Speed limit Diagram
out in table 4-2.
4.4 Where forward visibility is restricted (see
Table 4-2 Lane lines
para 4.16) or on the approach to some other hazard 4.9 Lane lines on the approach to Give Way and
(e.g. a roundabout or other junction), the centre line Stop markings, including roundabouts and traffic
marking should be replaced with warning lines to signals, should change to warning lines in accordance used wherever practicable.
diagrams 1004 or 1004.1 (see figure 4-3). These are with table 4-3 and para 4.24. position, they also offer safety benefits and should be
the inverse of the mark / gap dimensions for the helping vehicles to maintain a consistent lateral
centre line and therefore maintain the same module carriageway space is used to its maximum capacity. In
(see table 4-3 for the minimum number of marks). 4.7 Lane lines (see figure 4-2) ensure that available
4.5 On two or four lane roads the marking should LANE LINES
normally be laid in the geometric centre. It can
however be laid off-centre to allow parking along
one side. Where it is necessary to change the position if edge of carriageway markings are then used.
of lines in relation to the centre of the road, the centre line should be omitted, but it would be helpful
deflection should be smooth and made at the lanes of traffic to pass. In these circumstances the
inclinations specified in table 14-1. with a centre line to be wide enough for opposing
problems. Drivers might also expect a road marked
4.6 On rural roads below 5.5 m in width, over- line markings are provided, causing maintenance
running of the carriageway edge can occur if centre running of the carriageway edge can occur if centre
line markings are provided, causing maintenance 4.6 On rural roads below 5.5 m in width, over-
problems. Drivers might also expect a road marked
with a centre line to be wide enough for opposing inclinations specified in table 14-1.
lanes of traffic to pass. In these circumstances the deflection should be smooth and made at the
centre line should be omitted, but it would be helpful of lines in relation to the centre of the road, the
if edge of carriageway markings are then used. one side. Where it is necessary to change the position
however be laid off-centre to allow parking along
normally be laid in the geometric centre. It can
LANE LINES 4.5 On two or four lane roads the marking should
4.7 Lane lines (see figure 4-2) ensure that available (see table 4-3 for the minimum number of marks).
carriageway space is used to its maximum capacity. In centre line and therefore maintain the same module
helping vehicles to maintain a consistent lateral the inverse of the mark / gap dimensions for the
position, they also offer safety benefits and should be with table 4-3 and para 4.24. diagrams 1004 or 1004.1 (see figure 4-3). These are
used wherever practicable. signals, should change to warning lines in accordance marking should be replaced with warning lines to
Stop markings, including roundabouts and traffic (e.g. a roundabout or other junction), the centre line
4.9 Lane lines on the approach to Give Way and para 4.16) or on the approach to some other hazard
Table 4-2 Lane lines
4.4 Where forward visibility is restricted (see
out in table 4-2.
Diagram Speed limit Mark Gap Width Spacing of studs
separating opposing flows of traffic. Details are set to double white lines (see section 5).
No. (mph) (m) (m) (mm) (if used)
the line travels in the same direction, and not for lanes in each direction, consideration might be given
(m)
carriageway into lanes where traffic on either side of where appropriate. When there are two or more
1005 40 or less 1 5 100 (150) 12 4.8 The marking is intended for dividing the replaced by the warning line (see paras 4.12 to 4.26)
1005.1 Over 40 2 7 100 (150) 18

LONGITUDINAL LINES
14
15
LONGITUDINAL LINES
should be considered (see section 5).
desirable minimum V, a double white line system length (the combination of one mark and one gap)
195 m. Where the visibility distance is less than the two standard modules are 6 metres and 9 metres in 4.10 On single carriageway roads with more than
lines are justified when visibility is between 120 and particularly hazardous sites (see also para 4.10). The two lanes, the centre line should normally be of a
e.g. for an 85th percentile speed of 45 mph, warning should be used where this might be beneficial, e.g. at greater width than the lane lines. This is particularly
taken as the higher figure between the steps shown, The wider line is visible at a greater distance, and important when the warning module is used for
speeds, the appropriate visibility distance should be each having alternative widths of 100 or 150 mm. both, making it more difficult to determine which line
definition of visibility distance). For intermediate 4.14 Two patterns of warning line are prescribed, divides the opposing traffic streams.
on a two-way carriageway (see para 5.22 for the
based on the visibility necessary for safe overtaking paras 4.39 to 4.48). 4.11 On 70 mph dual carriageway all-purpose roads
visibility distance W indicated in table 4-4. This is and must not be formed of raised rib markings (see and on motorways, the wider (150 mm) marking
where forward visibility is less than the warning line never be used as part of a double line installation, should be used as this increases its visibility distance.
4.16 Warning lines are used in place of centre lines 4.13 Warning lines are always single; they must It is also likely to be of benefit on concrete roads,
even with a lower speed limit, helping to compensate
there might be a temptation to use it extensively. (v) over road humps (see para 21.10). for the reduced contrast.
Particular care should be taken in urban areas where
use where it is not justified will devalue its effect. lanes (see paras 16.9 and 16.10), and
4.15 Overuse of the marking should be avoided. Its (iv) to mark the boundary of advisory cycle WARNING LINES
and speed limits. 4.24 and sections 7, 8, 9 and 10), 4.12 Warning lines are detailed in figure 4-3 and
appropriate arrangements for various road layouts (iii) approaching or through junctions (see para table 4-3. They are used:
depending on the speed limit. Table 4-3 sets out
4.19 to 4.23), (i) as centre lines at bends and crests, and on
central refuge or other hazard (see paras multi-lane roads (see paras 4.16 to 4.18),
highlight the presence of a road junction,
(ii) as centre lines where it is necessary to (ii) as centre lines where it is necessary to
highlight the presence of a road junction,
multi-lane roads (see paras 4.16 to 4.18), central refuge or other hazard (see paras
as centre lines at bends and crests, and on (i) 4.19 to 4.23),
depending on the speed limit. Table 4-3 sets out
table 4-3. They are used: (iii) approaching or through junctions (see para appropriate arrangements for various road layouts
4.12 Warning lines are detailed in figure 4-3 and 4.24 and sections 7, 8, 9 and 10), and speed limits.
WARNING LINES (iv) to mark the boundary of advisory cycle 4.15 Overuse of the marking should be avoided. Its
lanes (see paras 16.9 and 16.10), and use where it is not justified will devalue its effect.
Particular care should be taken in urban areas where
for the reduced contrast. (v) over road humps (see para 21.10). there might be a temptation to use it extensively.
even with a lower speed limit, helping to compensate
It is also likely to be of benefit on concrete roads, 4.13 Warning lines are always single; they must 4.16 Warning lines are used in place of centre lines
should be used as this increases its visibility distance. never be used as part of a double line installation, where forward visibility is less than the warning line
and on motorways, the wider (150 mm) marking and must not be formed of raised rib markings (see visibility distance W indicated in table 4-4. This is
4.11 On 70 mph dual carriageway all-purpose roads paras 4.39 to 4.48). based on the visibility necessary for safe overtaking
on a two-way carriageway (see para 5.22 for the
divides the opposing traffic streams. 4.14 Two patterns of warning line are prescribed, definition of visibility distance). For intermediate
both, making it more difficult to determine which line each having alternative widths of 100 or 150 mm. speeds, the appropriate visibility distance should be
important when the warning module is used for The wider line is visible at a greater distance, and taken as the higher figure between the steps shown,
greater width than the lane lines. This is particularly should be used where this might be beneficial, e.g. at e.g. for an 85th percentile speed of 45 mph, warning
two lanes, the centre line should normally be of a particularly hazardous sites (see also para 4.10). The lines are justified when visibility is between 120 and
4.10 On single carriageway roads with more than two standard modules are 6 metres and 9 metres in 195 m. Where the visibility distance is less than the
length (the combination of one mark and one gap) desirable minimum V, a double white line system
should be considered (see section 5).
LONGITUDINAL LINES
15
16
LONGITUDINAL LINES
NOTE: These markings may also be used to delineate an advisory cycle lane (see para 16.9).
4.17 Where warning lines are used to separate 4.19 Warning lines may be used to highlight the
priority junction
opposing flows of traffic on single carriageway roads, presence of a road junction (see section 7 for further
approaching a 7 - - 9 150 3 6 70
they should normally be laid in the geometric centre guidance) and to mark the approach to central
minor road
of the carriageway (see also para 4.5). refuges or other hazards, (see para 4.23), except 7 - - 9 100 3 6 60 1004.1
junctions, and the
where these are within a double line section.
signal controlled 7 - - 9 100 3 6 50
4.18 On four-lane roads the 150 mm wide warning
to roundabouts or
line may be used to separate opposing traffic, 4.20 On straight sections of road, warning lines on
roads on approach or less
although consideration might be given to the use of the priority route would normally be appropriate - 7 5 6 100 2 4 1004
Lane line on all 40
double white lines (see section 5). On three-lane when the average traffic volume from the side road
roads marked with two lanes in one direction and exceeds about 100 vehicles per hour. However, carriageway roads 40
10 - - 9 150 3 6 1004.1
one in the other, the 150 mm wide line should be warning lines will be justified at lower traffic volumes six-lane single Over
used, together with 100 mm wide lane lines. The lane where visibility of the junction is impaired. line on four or or less
line should never be wider than the warning line. Central warning - 10 7 6 150 2 4 1004
40
Table 4-3 Warning lines more wide 40

7 - - 9 150 3 6 1004.1
roads 10 m or Over
Diag Speed Mark Gap Width Spacing Minimum number Purpose line on two-lane 2 or less
No. limit (m) (m) (mm) of studs of marks on each Central warning - 7 5 6 150 4 1004
40
(mph) (if used) approach
(m) 40
Speed limit (mph) than 10 m wide 7 - - 9 100 3 6 1004.1
roads less Over
Over line on two-lane or less
30 40 40 Central warning - 7 5 6 100 2 4 1004
40
40 Central warning
1004 4 2 100 6 5 7 - 40 40 30
or less line on two-lane Over
Over roads less
1004.1 6 3 100 9 - - 7 than 10 m wide Speed limit (mph)
40 (m)
approach (if used) (mph)
40 Central warning
1004 4 150 6 5 7 - of marks on each of studs (mm) (m) (m) limit No.
or less 2 line on two-lane Purpose Minimum number Spacing Width Gap Mark Speed Diag
Over roads 10 m or
1004.1 6 3 150 9 - - 7 more wide
40 Table 4-3 Warning lines
40 Central warning
1004 4 2 150 6 7 10 - line should never be wider than the warning line.
or less line on four or where visibility of the junction is impaired. used, together with 100 mm wide lane lines. The lane
Over six-lane single warning lines will be justified at lower traffic volumes one in the other, the 150 mm wide line should be
1004.1 6 3 150 9 - - 10 carriageway roads
40 exceeds about 100 vehicles per hour. However, roads marked with two lanes in one direction and
when the average traffic volume from the side road double white lines (see section 5). On three-lane
40 Lane line on all
1004 4 2 100 6 5 7 - the priority route would normally be appropriate although consideration might be given to the use of
or less roads on approach
4.20 On straight sections of road, warning lines on line may be used to separate opposing traffic,
to roundabouts or
4.18 On four-lane roads the 150 mm wide warning
50 6 3 100 9 - - 7 signal controlled
where these are within a double line section.
junctions, and the
1004.1 60 6 3 100 9 - - 7 refuges or other hazards, (see para 4.23), except of the carriageway (see also para 4.5).
minor road
guidance) and to mark the approach to central they should normally be laid in the geometric centre
70 6 3 150 9 - - 7 approaching a
presence of a road junction (see section 7 for further opposing flows of traffic on single carriageway roads,
priority junction
4.19 Warning lines may be used to highlight the 4.17 Where warning lines are used to separate
NOTE: These markings may also be used to delineate an advisory cycle lane (see para 16.9). LONGITUDINAL LINES
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Table 4-4 Visibility distances than 150 mm. Kerb faces will not normally exceed
75 mm, because of the risk of loss of control if struck
85 percentile Desirable Warning by a vehicle. Where unusually high kerbs are used,
speed minimum line visibility the 300 mm clearance should always be provided.
(mph) visibility distance When the length of taper required to comply with
distance W (m) table 14-1 needs more marks than the minimum
V (m) specified in table 4-3, the number of marks should be
increased sufficiently to ensure that the entire taper
Up to 30 75 115
length uses the warning module. Guidance on the
31 to 40 95 160
use of hatched markings for additional emphasis is
41 to 50 120 195
given in paras 4.49 to 4.51 and further advice on the
51 to 60 150 240
treatment of refuges in section 14.
Over 60 175 275
the accompanying warning sign. Figure 4-5 indicates near side kerb, but should preferably not be less 4.24 On dual carriageway roads, or single
with benefit be extended to start at the location of there is limited width between the island and the 4.21 The minor road should be marked with at least carriageway roads with two or more lanes in one
justified by road or traffic conditions; the marking can reduced when the speed limit is 40 mph or less and the minimum number of marks shown in table 4-3. direction, warning lines should be used in place of
The number of marks should be extended wherever edge of the refuge (see figure 4-4). This may be On narrow two-way minor roads where the Give Way lane lines on the immediate approach to signal
although this is not always possible on minor roads. terminating in a position offset 300 mm from the or Stop marking is extended over the whole width controlled junctions or roundabouts. Where
table 4-3 is the minimum on each approach, (see table 4-3 for the minimum number of marks), (see para 3.3), a warning line is not provided. additional lanes are introduced on the immediate
4.25 The number of marks recommended in reservation etc. should be inclined for its full length approach to a roundabout it might not be possible to
4.23 A warning line approaching a refuge, central 4.22 If the minor road is a one-way street, a warning provide the minimum number of marks. In such cases
are described in sections 8 and 9 respectively. line on the major road will normally be needed only if as many marks as possible should be used without
marking roundabouts and signal controlled junctions the risk of unseen vehicles emerging. the direction of flow is towards the major road. The reducing any lane width below 2 m at the start of the
taper (see para 8.3). The detailed arrangements for principal purpose of the marking is to warn drivers of principal purpose of the marking is to warn drivers of taper (see para 8.3). The detailed arrangements for
reducing any lane width below 2 m at the start of the the direction of flow is towards the major road. The the risk of unseen vehicles emerging. marking roundabouts and signal controlled junctions
as many marks as possible should be used without line on the major road will normally be needed only if are described in sections 8 and 9 respectively.
provide the minimum number of marks. In such cases 4.22 If the minor road is a one-way street, a warning 4.23 A warning line approaching a refuge, central
approach to a roundabout it might not be possible to reservation etc. should be inclined for its full length 4.25 The number of marks recommended in
additional lanes are introduced on the immediate (see para 3.3), a warning line is not provided. (see table 4-3 for the minimum number of marks), table 4-3 is the minimum on each approach,
controlled junctions or roundabouts. Where or Stop marking is extended over the whole width terminating in a position offset 300 mm from the although this is not always possible on minor roads.
lane lines on the immediate approach to signal On narrow two-way minor roads where the Give Way edge of the refuge (see figure 4-4). This may be The number of marks should be extended wherever
direction, warning lines should be used in place of the minimum number of marks shown in table 4-3. reduced when the speed limit is 40 mph or less and justified by road or traffic conditions; the marking can
carriageway roads with two or more lanes in one 4.21 The minor road should be marked with at least there is limited width between the island and the with benefit be extended to start at the location of
4.24 On dual carriageway roads, or single near side kerb, but should preferably not be less the accompanying warning sign. Figure 4-5 indicates
275 175 Over 60

treatment of refuges in section 14.
240 150 51 to 60
given in paras 4.49 to 4.51 and further advice on the
195 120 41 to 50
use of hatched markings for additional emphasis is
160 95 31 to 40
length uses the warning module. Guidance on the
115 75 Up to 30
increased sufficiently to ensure that the entire taper
specified in table 4-3, the number of marks should be V (m)
table 14-1 needs more marks than the minimum W (m) distance
When the length of taper required to comply with distance visibility (mph)
the 300 mm clearance should always be provided. line visibility minimum speed
by a vehicle. Where unusually high kerbs are used, Warning Desirable 85 percentile
75 mm, because of the risk of loss of control if struck
than 150 mm. Kerb faces will not normally exceed Table 4-4 Visibility distances
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with in paras 16.6, 16.8 and 16.10.
of diagram 1009 at the start of cycle lanes is dealt
a possible combination of signs and markings at a the whole width of the road (see para 3.3). The use
road junction. This arrangement is not intended to be than 2.75 m long, these should be extended across
used at all junctions, but may be appropriate at is such that Give Way or Stop lines would be less
difficult sites where, for example, overtaking may of the entrance. Where the width of the minor road
cause a problem on the approach to a junction. be impracticable, e.g. because of the narrowness
private driveways where the larger marking would
4.26 Where there are two features that would justify be used as an alternative to diagram 1010 across
warning lines (e.g. two junctions, or a junction width should be varied to match. The marking may
followed by a bend), then a short length of standard used in conjunction with a continuous edge line, the
centre line between two warning lines can help to The normal width of the line is 100 mm but when it is
highlight the separate hazards, even if this results in the minor road is one-way away from the junction.
fewer than the minimum number of marks being figures 3-1 and 3-2. It is used across the full width if
provided for the second hazard. the entry half width of the minor road as illustrated in
transverse Give Way and Stop line markings across
4.28 Diagram 1009 should be used to extend the
EDGE OF CARRIAGEWAY LINES
4.39 to 4.48, table 4-5 and figure 4-9).
4.27 The following types are prescribed: (iv) diagrams 1012.2 and 1012.3 (see paras
(i) diagram 1009 (see figure 4-6, para 4.28 at level crossings, para 19.9), and
and table 4-5), 4.31 to 4.38 and table 4-5 and, when used
(iii) diagram 1012.1 (see figure 4-8, paras
(ii) diagram 1010 (see figure 4-7, paras
4.29 and 4.30 and table 4-5), 4.29 and 4.30 and table 4-5),
(ii) diagram 1010 (see figure 4-7, paras
(iii) diagram 1012.1 (see figure 4-8, paras
4.31 to 4.38 and table 4-5 and, when used and table 4-5),
at level crossings, para 19.9), and diagram 1009 (see figure 4-6, para 4.28 (i)
(iv) diagrams 1012.2 and 1012.3 (see paras 4.27 The following types are prescribed:
4.39 to 4.48, table 4-5 and figure 4-9).
EDGE OF CARRIAGEWAY LINES
4.28 Diagram 1009 should be used to extend the
transverse Give Way and Stop line markings across
the entry half width of the minor road as illustrated in provided for the second hazard.
figures 3-1 and 3-2. It is used across the full width if fewer than the minimum number of marks being
the minor road is one-way away from the junction. highlight the separate hazards, even if this results in
The normal width of the line is 100 mm but when it is centre line between two warning lines can help to
used in conjunction with a continuous edge line, the followed by a bend), then a short length of standard
width should be varied to match. The marking may warning lines (e.g. two junctions, or a junction
be used as an alternative to diagram 1010 across 4.26 Where there are two features that would justify
private driveways where the larger marking would
be impracticable, e.g. because of the narrowness cause a problem on the approach to a junction.
of the entrance. Where the width of the minor road difficult sites where, for example, overtaking may
is such that Give Way or Stop lines would be less used at all junctions, but may be appropriate at
than 2.75 m long, these should be extended across road junction. This arrangement is not intended to be
the whole width of the road (see para 3.3). The use a possible combination of signs and markings at a
of diagram 1009 at the start of cycle lanes is dealt
with in paras 16.6, 16.8 and 16.10.
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4.29 Diagram 1010 is used instead of diagram 1009 strips, on motorways, unless profiled edge lines are
at lay-bys and at acceleration and deceleration splays, used (see paras 4.39 to 4.48) and to delineate
and also for emphasising lane drops. Details of the footways at level crossings (see para 19.9).
various prescribed uses are set out in table 4-5. The
marking may be supplemented with uni-directional 4.32 Trials have shown that edge markings have
reflecting road studs, at the spacing shown in merit as a safety measure despite their efficiency
table 4-5. Green reflectors should be used at lane sometimes being impaired by dirt because of their
drops, along acceleration and deceleration lanes and location near the edge of the carriageway. They can
at lay-bys. also help to protect verges on narrow rural roads.
4.30 Further guidance on the use of diagram 1010 4.33 The marking should be laid with a gap of
can be found in: approximately 225 mm to the near side edge of the
carriageway. The continuous line should not be
section 7 for major / minor junctions, carried across the mouths of side roads, acceleration
section 10 for grade separated junctions, or deceleration splays, gaps in the central reservation
section 17 for bus lanes, or lay-bys, where lines to diagrams 1009 or 1010
section 18 for tram markings, and should be used.
section 22 for low bridges.
4.34 Where the carriageway is less than 5.5 m in
4.31 Diagram 1012.1 is intended for general use to width, the centre line should be omitted (see
delineate the edge of carriageway, particularly on para 4.6) but edge lines, where used, continued.
unlit classified roads and those not having clearly Where edge lines are not already in use, their
defined raised kerbs. It should also normally be used introduction over the length where the centre line is
interrupted will help draw attention to the hazard. on all-purpose roads with hard shoulders or hard on all-purpose roads with hard shoulders or hard interrupted will help draw attention to the hazard.
introduction over the length where the centre line is defined raised kerbs. It should also normally be used
Where edge lines are not already in use, their unlit classified roads and those not having clearly
para 4.6) but edge lines, where used, continued. delineate the edge of carriageway, particularly on
width, the centre line should be omitted (see 4.31 Diagram 1012.1 is intended for general use to
4.34 Where the carriageway is less than 5.5 m in
section 22 for low bridges.
should be used. section 18 for tram markings, and
or lay-bys, where lines to diagrams 1009 or 1010 section 17 for bus lanes,
or deceleration splays, gaps in the central reservation section 10 for grade separated junctions,
carried across the mouths of side roads, acceleration section 7 for major / minor junctions,
carriageway. The continuous line should not be
approximately 225 mm to the near side edge of the can be found in:
4.33 The marking should be laid with a gap of 4.30 Further guidance on the use of diagram 1010
also help to protect verges on narrow rural roads. at lay-bys.

location near the edge of the carriageway. They can drops, along acceleration and deceleration lanes and
sometimes being impaired by dirt because of their table 4-5. Green reflectors should be used at lane
merit as a safety measure despite their efficiency reflecting road studs, at the spacing shown in
4.32 Trials have shown that edge markings have marking may be supplemented with uni-directional
various prescribed uses are set out in table 4-5. The
footways at level crossings (see para 19.9). and also for emphasising lane drops. Details of the
used (see paras 4.39 to 4.48) and to delineate at lay-bys and at acceleration and deceleration splays,
strips, on motorways, unless profiled edge lines are 4.29 Diagram 1010 is used instead of diagram 1009
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NOTE: The prescribed colours for road studs and further guidance on spacing are detailed in paras 6.9 to 6.14.
Table 4-5 Edge of carriageway markings used when there is a hard shoulder 200 200 200
shoulder. The 200 mm wide line must be 18 or or or Continuous 1012.3
Diag Mark Gap Width (mm) Spacing Description All-purpose roads with hard strip or hard 150 150 150
No. (m) (m) of studs
Speed limit (mph)
(if used) Motorways 18 200 200 200 Continuous 1012.2
40 50 70 (m)
Motorways 18 200 200 200
or less or 60
hard strip
Edge of carriageway at a road junction 18 200 150 150
All-purpose roads with hard shoulder or
Not when a Give Way or Stop marking is used, Continuous 1012.1
600 300 See para 4.28
used or field entrance or exit from a private used
or hard strip
drive onto a public road normally 150 100 100
All-purpose roads with no hard shoulder
1009 Not
Not Edge of carriageway at a junction of a
300 150 100 100 100
used cycle track and another road junction ahead (lane drop) 10.11
and a traffic lane which leaves at a para 200 150 100 1000 1000
Not Diagonal marking at the start of a cycle
600 300 150 200 200 Division between the main carriageway See
used lane (see also section 16)
tramcars used
Edge of carriageway at a road junction 200 150 100 1000 1000
Edge of part of a carriageway used by Not
when a Give Way or Stop marking is not
1000 1000 100 150 200 8
used, or exit from a private drive onto a vehicles through an arch bridge used
200 150 100 1000 1000
public road, or at a lay-by To show the most suitable path for Not
1010
Start of a bus lane or interruption of a associated marking to diagram 1049
250 250 250 300 300 300
Not with-flow lane at a left turn (see figure 17-1). The line width will match the used
1000 1000 or or or or or or 1000 1000
used 17-1). The line width will match the with-flow lane at a left turn (see figure Not
300 300 300 250 250 250
associated marking to diagram 1049 Start of a bus lane or interruption of a
1010
Not To show the most suitable path for public road, or at a lay-by
1000 1000 100 150 200
used vehicles through an arch bridge used, or exit from a private drive onto a
8 200 150 100 1000 1000
when a Give Way or Stop marking is not
Not Edge of part of a carriageway used by
1000 1000 100 150 200 Edge of carriageway at a road junction
used tramcars
lane (see also section 16) used
See Division between the main carriageway 200 200 150 300 600
Diagonal marking at the start of a cycle Not
1000 1000 100 150 200 para and a traffic lane which leaves at a
10.11 junction ahead (lane drop) cycle track and another road used
100 100 100 150 300
Edge of carriageway at a junction of a Not
Not 1009
All-purpose roads with no hard shoulder
100 100 150 normally drive onto a public road
or hard strip
used or field entrance or exit from a private used
See para 4.28 300 600
1012.1 Continuous when a Give Way or Stop marking is used, Not
All-purpose roads with hard shoulder or
150 150 200 18 Edge of carriageway at a road junction
hard strip
or less or 60
200 200 200 18 Motorways
(m) 70 40 50
1012.2 Continuous 200 200 200 18 Motorways (if used)
Speed limit (mph)
of studs (m) (m) No.
150 150 150 All-purpose roads with hard strip or hard Description Spacing Width (mm) Gap Mark Diag
1012.3 Continuous or or or 18 shoulder. The 200 mm wide line must be
200 200 200 used when there is a hard shoulder Table 4-5 Edge of carriageway markings
NOTE: The prescribed colours for road studs and further guidance on spacing are detailed in paras 6.9 to 6.14.
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4.35 The following are examples of situations where 4.38 When depressible studs are used, they should
unacceptable effect on cyclists and pedestrians. reservation (see also para 6.10). the edge of carriageway marking might be always be placed on the carriageway side of the edge
as the more aggressive rib of diagram 1012.2 has an carriageway roads, amber adjacent to the central particularly appropriate: line to facilitate the cleaning action of the lenses.
4.41 Diagram 1012.3 is used on all-purpose roads, on the near side edge (see table 4-5) and, on dual Non-depressible studs also benefit from trafficking to
red, uni-directional reflecting road studs may be used (i) where the demarcation between the keep them free from road dirt and maintain their
all-purpose roads with hard shoulders. nature of the road, clearer delineation is required, carriageway and the verge is poor, performance. Except at locations where experience
usually 150 mm wide but is increased to 200 mm on 4.37 Where, because of the traffic importance or has shown that placing the studs on the carriageway
1012.2 is always 250 mm wide. Diagram 1012.3 is (ii) along lengths prone to fog and mist, side of the edge line reduces their operational life to
roads as it could present a hazard to cyclists. Diagram the positions shown in figure 4-20. unacceptable levels, this may be better than placing
speed. Closer spacing is not used on all-purpose figure 4-19. They should be used on all motorways in (iii) on heavily-trafficked single carriageway them behind the line. Further guidance on the use of
maintain the rumble effect, offsetting the likely lower hard strip, edge lines should be laid as indicated in roads where headlamp dazzle is severe, road studs is given in section 6.
use on slip roads. The closer spacing helps to to diagram 1010 should be used. Where there is a
motorways, the 250 mm spacing is recommended for lanes or breaks in the central reservation, where lines (iv) at sudden changes of carriageway width,
most edge lines laid on the main carriageway. On The marking should not be carried across right turn RAISED PROFILE EDGE LINES
diagram 1012.3. The 500 mm spacing is suitable for of approximately 225 mm to the central reservation. (v) on the approaches to narrow bridges,
not exceed 11 mm for diagram 1012.2 and 8 mm for carriageway roads. The line should be laid with a gap 4.39 Raised profile lines are prescribed for use as an
The upstand of the ribs above the base marking must the off side carriageway edge of unlit dual (vi) on the approaches to bends indicated by alternative to the edge of carriageway marking to
The base marking must be no more than 6 mm high. 4.36 Edge lines are also recommended for use along bend warning signs, diagram 1012.1. They consist of a continuous line
all-purpose roads with a hard strip or hard shoulder. marking with ribs across the line at regular intervals
use on motorways and diagram 1012.3 for use on (viii) at traffic calming measures e.g. chicanes. (vii) at the back of a hard shoulder for use (see figure 4-9). The vertical edges of the raised ribs
4.40 Two types are specified, diagram 1012.2 for during contra-flow working. A 100 mm stand clear of the water film in wet conditions,
removed, or wide marking is prescribed for this improving retroreflective performance under
from the carriageway and run onto the marking. remain when the contra-flow has been purpose, and is generally laid 50 mm from headlight illumination. The ribs also provide an
audible vibratory warning to drivers should they stray the back of the hard shoulder. It may the back of the hard shoulder. It may audible vibratory warning to drivers should they stray
headlight illumination. The ribs also provide an purpose, and is generally laid 50 mm from remain when the contra-flow has been from the carriageway and run onto the marking.
improving retroreflective performance under wide marking is prescribed for this removed, or
stand clear of the water film in wet conditions, during contra-flow working. A 100 mm 4.40 Two types are specified, diagram 1012.2 for
(see figure 4-9). The vertical edges of the raised ribs (vii) at the back of a hard shoulder for use (viii) at traffic calming measures e.g. chicanes. use on motorways and diagram 1012.3 for use on
marking with ribs across the line at regular intervals all-purpose roads with a hard strip or hard shoulder.
diagram 1012.1. They consist of a continuous line bend warning signs, 4.36 Edge lines are also recommended for use along The base marking must be no more than 6 mm high.
alternative to the edge of carriageway marking to (vi) on the approaches to bends indicated by the off side carriageway edge of unlit dual The upstand of the ribs above the base marking must
4.39 Raised profile lines are prescribed for use as an carriageway roads. The line should be laid with a gap not exceed 11 mm for diagram 1012.2 and 8 mm for
on the approaches to narrow bridges, (v) of approximately 225 mm to the central reservation. diagram 1012.3. The 500 mm spacing is suitable for
RAISED PROFILE EDGE LINES The marking should not be carried across right turn most edge lines laid on the main carriageway. On
(iv) at sudden changes of carriageway width, lanes or breaks in the central reservation, where lines motorways, the 250 mm spacing is recommended for
to diagram 1010 should be used. Where there is a use on slip roads. The closer spacing helps to
road studs is given in section 6. roads where headlamp dazzle is severe, hard strip, edge lines should be laid as indicated in maintain the rumble effect, offsetting the likely lower
them behind the line. Further guidance on the use of (iii) on heavily-trafficked single carriageway figure 4-19. They should be used on all motorways in speed. Closer spacing is not used on all-purpose
unacceptable levels, this may be better than placing the positions shown in figure 4-20. roads as it could present a hazard to cyclists. Diagram
side of the edge line reduces their operational life to along lengths prone to fog and mist, (ii) 1012.2 is always 250 mm wide. Diagram 1012.3 is
has shown that placing the studs on the carriageway 4.37 Where, because of the traffic importance or usually 150 mm wide but is increased to 200 mm on
performance. Except at locations where experience carriageway and the verge is poor, nature of the road, clearer delineation is required, all-purpose roads with hard shoulders.
keep them free from road dirt and maintain their where the demarcation between the (i) red, uni-directional reflecting road studs may be used
Non-depressible studs also benefit from trafficking to on the near side edge (see table 4-5) and, on dual 4.41 Diagram 1012.3 is used on all-purpose roads,
line to facilitate the cleaning action of the lenses. particularly appropriate: carriageway roads, amber adjacent to the central as the more aggressive rib of diagram 1012.2 has an
always be placed on the carriageway side of the edge the edge of carriageway marking might be reservation (see also para 6.10). unacceptable effect on cyclists and pedestrians.
4.38 When depressible studs are used, they should 4.35 The following are examples of situations where
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is a crossfall towards the profiled marking.
the longitudinal fall is flatter than 1 in 150, and there
4.42 The edge lines of the following diagrams may provided at intervals of approximately 36 m where
also make use of raised profile lines: 4.47 Drainage gaps of 100 to 150 mm should be
(i) diagram 1040.3 - reduction of the number obviously not then be available.
of lanes available, improved night-time wet weather visibility will
the line, the ribs may be omitted, although the
(ii) diagram 1040.5 - approach to a concern that motorcycles might frequently cut across
termination of the hard shoulder, and wheeled vehicles on appreciable bends. If there is any
onto it. The raised ribs tend to destabilise two-
(iii) diagrams 1042 and 1042.1 - chevron strip or hard shoulder and they are tempted to cross
marking, when used between main find themselves in difficulty if there is a wide hard
carriageway and slip road, or between curve of less than 1000 m radius, motorcyclists may
bifurcating or converging carriageways (but 4.46 When raised profile markings are laid on a
not at a roundabout).
on each side of the gully.
4.43 Raised profile markings must not be used as replaced with a plain edge line for a distance of 10 m
part of any marking or in any circumstances other profile marking adjacent to such features should be
than as specified above. edge line marking in order to avoid them. Any raised
hard strip, cyclists may need to cross the adjacent
4.44 Raised profile markings should be discontinued 4.45 Where gullies or similar features occur in the
where pedestrians and cyclists cross the road (e.g. at
refuges) or at other places where cyclists are likely to point.
cross them. A plain edge line to diagram 1012.1 a minimum distance of 1 m either side of the crossing
should be used instead. This should normally extend should be used instead. This should normally extend
a minimum distance of 1 m either side of the crossing cross them. A plain edge line to diagram 1012.1
point. refuges) or at other places where cyclists are likely to
where pedestrians and cyclists cross the road (e.g. at
4.45 Where gullies or similar features occur in the 4.44 Raised profile markings should be discontinued
hard strip, cyclists may need to cross the adjacent
edge line marking in order to avoid them. Any raised than as specified above.
profile marking adjacent to such features should be part of any marking or in any circumstances other
replaced with a plain edge line for a distance of 10 m 4.43 Raised profile markings must not be used as
on each side of the gully.
not at a roundabout).
4.46 When raised profile markings are laid on a bifurcating or converging carriageways (but
curve of less than 1000 m radius, motorcyclists may carriageway and slip road, or between
find themselves in difficulty if there is a wide hard marking, when used between main
strip or hard shoulder and they are tempted to cross (iii) diagrams 1042 and 1042.1 - chevron
onto it. The raised ribs tend to destabilise two-
wheeled vehicles on appreciable bends. If there is any termination of the hard shoulder, and
concern that motorcycles might frequently cut across (ii) diagram 1040.5 - approach to a
the line, the ribs may be omitted, although the
improved night-time wet weather visibility will of lanes available,
obviously not then be available. (i) diagram 1040.3 - reduction of the number
4.47 Drainage gaps of 100 to 150 mm should be also make use of raised profile lines:
provided at intervals of approximately 36 m where 4.42 The edge lines of the following diagrams may
the longitudinal fall is flatter than 1 in 150, and there
is a crossfall towards the profiled marking.
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separate opposing flows of traffic where the warning
4.52 Diagram 1040.2 (figure 4-11) may be used to
4.48 When raised profile markings are renewed, care line is considered insufficient at hazards such as a
diagram 1049 delineating a bus or cycle lane. must be taken to ensure that the rib height is not bend or the brow of a hill. Unless this marking starts
lines is omitted when the marking is placed alongside increased above the maximum height permitted by at a physical obstruction, e.g. a refuge, it should
diagrams 1040 and 1040.2, one of the boundary the Regulations. always be preceded by the tapered marking to
they must be white, and should be uni-directional. In diagram 1040. See paras 7.2 to 7.12 for guidance on
into diagram 1040.2. Where road studs are used, the use of hatched markings at a road junction.
emphatic alternative to the warning line, or to lead HATCHED MARKINGS
may be used on the approach to refuges as a more 4.53 Diagram 1040.3 (figure 4-12) indicates the
divide opposing flows of traffic on two-way roads. It 4.49 Hatched markings are prescribed as diagrams approach to a place on a motorway, dual carriageway
4.51 Diagram 1040 (figure 4-10) is intended to 1040, 1040.2, 1040.3, 1040.4 and 1040.5. They are road or slip road where the number of lanes is
also prescribed in diagrams 1013.3 and 1013.4 (see reduced, or an area of carriageway not available to
in figure 5-2 and not as in figure 5-3. section 5 and paras 7.11 and 7.12). Two sets of traffic. It is bounded by a 200 mm wide continuous
carriageway as with double white lines, i.e. as shown dimensions are prescribed where the boundary line is edge marking which may be varied to diagram
positioned in the centre line and not in the opposing broken, and are as set out in table 4-3 for diagrams 1012.2 or 1012.3. It may also be varied to 150 mm
table 4-6). Arrows used with diagram 1040 should be 1004 and 1004.1, i.e. a 4 m mark and 2 m gap where wide when used on all-purpose roads without hard
to diagram 1014 (see figures 4-13 and 13-6, and the speed limit is 40 mph or less, and 6 m mark and shoulders. The layout for a main carriageway is
and 1040.4 may be preceded by the deflection arrow 3 m gap where the speed limit is more than 40 mph. shown in figure 4-13 (see figure 10-4 for slip roads).
rates specified in table 14-1. Diagrams 1040, 1040.3 Regulation 12(4) exempts these diagrams from the
the centre line, whether it is straight or curved, at the requirement that alternative dimensions should
4.50 The tapers should be applied to each side of correspond in order to maintain the shape of the
marking. This allows the width of the boundary lines
wider diagonal mark is used with the longer lines. to be matched to those of the centre line or warning
of the boundary lines; the closer spacing and the line at either end of the hatched marking. The
spacing of the diagonal marks is linked to the length spacing of the diagonal marks is linked to the length
line at either end of the hatched marking. The of the boundary lines; the closer spacing and the
to be matched to those of the centre line or warning wider diagonal mark is used with the longer lines.
marking. This allows the width of the boundary lines
correspond in order to maintain the shape of the 4.50 The tapers should be applied to each side of
requirement that alternative dimensions should the centre line, whether it is straight or curved, at the
Regulation 12(4) exempts these diagrams from the rates specified in table 14-1. Diagrams 1040, 1040.3
shown in figure 4-13 (see figure 10-4 for slip roads). 3 m gap where the speed limit is more than 40 mph. and 1040.4 may be preceded by the deflection arrow
shoulders. The layout for a main carriageway is the speed limit is 40 mph or less, and 6 m mark and to diagram 1014 (see figures 4-13 and 13-6, and
wide when used on all-purpose roads without hard 1004 and 1004.1, i.e. a 4 m mark and 2 m gap where table 4-6). Arrows used with diagram 1040 should be
1012.2 or 1012.3. It may also be varied to 150 mm broken, and are as set out in table 4-3 for diagrams positioned in the centre line and not in the opposing
edge marking which may be varied to diagram dimensions are prescribed where the boundary line is carriageway as with double white lines, i.e. as shown
traffic. It is bounded by a 200 mm wide continuous section 5 and paras 7.11 and 7.12). Two sets of in figure 5-2 and not as in figure 5-3.
reduced, or an area of carriageway not available to also prescribed in diagrams 1013.3 and 1013.4 (see
road or slip road where the number of lanes is 1040, 1040.2, 1040.3, 1040.4 and 1040.5. They are 4.51 Diagram 1040 (figure 4-10) is intended to
approach to a place on a motorway, dual carriageway 4.49 Hatched markings are prescribed as diagrams divide opposing flows of traffic on two-way roads. It
4.53 Diagram 1040.3 (figure 4-12) indicates the may be used on the approach to refuges as a more
HATCHED MARKINGS emphatic alternative to the warning line, or to lead
the use of hatched markings at a road junction. into diagram 1040.2. Where road studs are used,
diagram 1040. See paras 7.2 to 7.12 for guidance on they must be white, and should be uni-directional. In
always be preceded by the tapered marking to the Regulations. diagrams 1040 and 1040.2, one of the boundary
at a physical obstruction, e.g. a refuge, it should increased above the maximum height permitted by lines is omitted when the marking is placed alongside
bend or the brow of a hill. Unless this marking starts must be taken to ensure that the rib height is not diagram 1049 delineating a bus or cycle lane.
line is considered insufficient at hazards such as a 4.48 When raised profile markings are renewed, care
4.52 Diagram 1040.2 (figure 4-11) may be used to
separate opposing flows of traffic where the warning
LONGITUDINAL LINES
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24
LONGITUDINAL LINES
LONGITUDINAL LINES
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25
LONGITUDINAL LINES
The studs at the edge line should remain amber and

the spacing should be reduced to 9 m along the
length of road from the first deflection arrow
encountered and along the hatching. Vertical signs to
diagrams 872.1 / 876 should also be used in advance
of the taper.
4.54 Diagram 1040.4 (figure 4-14) is used to mark

off an area at the edge of the carriageway which
drivers should not enter unless it is safe to do so. It
will commonly be used to guide traffic past build-
outs in traffic calming schemes (see section 21). The
tapers are set out in table 4-6; the shape of the
marking may be varied to suit the road geometry,
provided that the dimensions prescribed in diagram
1040.4 are maintained, and may be reversed. The
boundary to the left of the hatched area may be
formed by diagram 1049 delineating the off-side
edge of a cycle lane.
edge of a cycle lane.

formed by diagram 1049 delineating the off-side
boundary to the left of the hatched area may be
1040.4 are maintained, and may be reversed. The
provided that the dimensions prescribed in diagram
marking may be varied to suit the road geometry,
tapers are set out in table 4-6; the shape of the
outs in traffic calming schemes (see section 21). The
will commonly be used to guide traffic past build-
drivers should not enter unless it is safe to do so. It
off an area at the edge of the carriageway which
4.54 Diagram 1040.4 (figure 4-14) is used to mark
of the taper.
diagrams 872.1 / 876 should also be used in advance
encountered and along the hatching. Vertical signs to
length of road from the first deflection arrow
the spacing should be reduced to 9 m along the
The studs at the edge line should remain amber and
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LONGITUDINAL LINES
in (ii) to the central reservation.
should extend from the end of the taper
4.55 The marking to diagram 1040.5 (figure 4-15) 4.58 The lane line on the leaving carriageway (and carriageway section, the boundary line
should be used to indicate the termination of the the associated white road studs if used) should be (iii) for the carriageway leading to the dual
hard shoulder. The edge marking is always 200 mm omitted over the length of the taper, and two
wide, whether it is used on motorways or on all- deflection arrows (diagram 1014) should be laid in merge tangentially with the apex,
purpose roads with full width hard shoulders. Both the centre of the lane to be lost, in advance of the to use a longer taper length in order to
longitudinal lines may be formed by the marking to taper at the distances shown in table 4-6. The lane into a right hand bend, it might be better
diagram 1012.2 or 1012.3 as appropriate. Where line between the start of the taper and the second above; if the dual carriageway section leads
there are two terminations in quick succession, the arrow upstream of it should be replaced by a warning taper no sharper than that used in (i)
hard shoulder between them should be hatched off line to diagram 1004 or 1004.1 as appropriate (see line of the single carriageway section at a
to discourage its use, as rejoining the motorway from paras 4.12 to 4.26). boundary should continue to the centre
the isolated section is likely to be difficult. central reservation, derived in (i), the
(ii) from the point in line with the end of the
END OF DUAL CARRIAGEWAY it may occur earlier,

the end of the central reservation, although
4.56 When a dual carriageway road changes to a reduction should be achieved no later than
single carriageway road other than at a junction, inclinations shown in table 4-6. The full
traffic should be guided into the slower lane when by marking off the outside lane at the
leaving the dual carriageway section. Details of section should be reduced to a single lane
appropriate vertical signing can be found in figures the traffic leaving the dual carriageway (i)
5-1 and 5-2 of Chapter 4.
boundary is derived as follows (see figure 4-16):
4.57 The reduction in the number of lanes and the using hatching to diagrams 1040 and 1040.4. The
taper to a single carriageway should be achieved taper to a single carriageway should be achieved
using hatching to diagrams 1040 and 1040.4. The 4.57 The reduction in the number of lanes and the
boundary is derived as follows (see figure 4-16):
5-1 and 5-2 of Chapter 4.
(i) the traffic leaving the dual carriageway appropriate vertical signing can be found in figures
section should be reduced to a single lane leaving the dual carriageway section. Details of
by marking off the outside lane at the traffic should be guided into the slower lane when
inclinations shown in table 4-6. The full single carriageway road other than at a junction,
reduction should be achieved no later than 4.56 When a dual carriageway road changes to a
the end of the central reservation, although
it may occur earlier, END OF DUAL CARRIAGEWAY
(ii) from the point in line with the end of the

central reservation, derived in (i), the the isolated section is likely to be difficult.
boundary should continue to the centre paras 4.12 to 4.26). to discourage its use, as rejoining the motorway from
line of the single carriageway section at a line to diagram 1004 or 1004.1 as appropriate (see hard shoulder between them should be hatched off
taper no sharper than that used in (i) arrow upstream of it should be replaced by a warning there are two terminations in quick succession, the
above; if the dual carriageway section leads line between the start of the taper and the second diagram 1012.2 or 1012.3 as appropriate. Where
into a right hand bend, it might be better taper at the distances shown in table 4-6. The lane longitudinal lines may be formed by the marking to
to use a longer taper length in order to the centre of the lane to be lost, in advance of the purpose roads with full width hard shoulders. Both
merge tangentially with the apex, deflection arrows (diagram 1014) should be laid in wide, whether it is used on motorways or on all-
omitted over the length of the taper, and two hard shoulder. The edge marking is always 200 mm
(iii) for the carriageway leading to the dual the associated white road studs if used) should be should be used to indicate the termination of the
carriageway section, the boundary line 4.58 The lane line on the leaving carriageway (and 4.55 The marking to diagram 1040.5 (figure 4-15)
should extend from the end of the taper
in (ii) to the central reservation.
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Table 4-6 Taper and arrow details
85 percentile Taper Length Distance from tip of arrow to start of taper (m)
speed of arrow
(mph) (m) First arrow Second arrow Third arrow
Up to 30 1 in 40 4.5 13.75 43.75 79.75

31 to 40 1 in 40 4.5 19.75 55.75 109.75
41 to 50 1 in 45 6 21.00 66.00 138.00
51 to 60 1 in 50 6 30.00 84.00 165.00
61 to 70 1 in 55 9 37.50 91.50 190.50
NOTE: Different requirements apply to taper and arrow details for diagram 1040.3; see figure 4-13.
4.59 If road studs are used on the dual carriageway placed alongside diagram 1049 delineating a bus or
section, near side red studs should be continued cycle lane.
through the merge. Amber studs should be used with
the boundary line to diagram 1040.4; beyond the 4.61 Diagram 1042 (figure 4-18) is intended for use
end of the central reservation the studs should revert between a motorway or high standard all-purpose
shown in diagram 1012.2 or 1012.3 as appropriate. boundary lines is omitted where the marking is to white, but be uni-directional. road and a slip road (see paras 10.2 to 10.12). It may
the boundary lines may be replaced with the marking pedestrian refuge in a one-way street. One of the also be used at the bifurcation or convergence of two
road without hard shoulders. Except at a roundabout, direction, e.g. on the approach to a junction or to a motorways or similar roads. The parallel-sided version
figure 8-5) or on an all-purpose dual carriageway separate streams of traffic travelling in the same CHEVRON MARKINGS (diagram 1042.1) is used to indicate a segregated left
is used between two lanes at a roundabout (see sided version (diagram 1041.1) are intended to turn lane (see paras 8.34 to 8.38). The width of the
longitudinal lines may be 150 mm when the marking 4.60 Diagram 1041 (figure 4-17) and its parallel- 4.60 Diagram 1041 (figure 4-17) and its parallel- longitudinal lines may be 150 mm when the marking
turn lane (see paras 8.34 to 8.38). The width of the sided version (diagram 1041.1) are intended to is used between two lanes at a roundabout (see
(diagram 1042.1) is used to indicate a segregated left CHEVRON MARKINGS separate streams of traffic travelling in the same figure 8-5) or on an all-purpose dual carriageway
motorways or similar roads. The parallel-sided version direction, e.g. on the approach to a junction or to a road without hard shoulders. Except at a roundabout,
also be used at the bifurcation or convergence of two pedestrian refuge in a one-way street. One of the the boundary lines may be replaced with the marking
road and a slip road (see paras 10.2 to 10.12). It may to white, but be uni-directional. boundary lines is omitted where the marking is shown in diagram 1012.2 or 1012.3 as appropriate.
between a motorway or high standard all-purpose end of the central reservation the studs should revert
4.61 Diagram 1042 (figure 4-18) is intended for use the boundary line to diagram 1040.4; beyond the
through the merge. Amber studs should be used with
cycle lane. section, near side red studs should be continued
placed alongside diagram 1049 delineating a bus or 4.59 If road studs are used on the dual carriageway
NOTE: Different requirements apply to taper and arrow details for diagram 1040.3; see figure 4-13.
190.50 91.50 37.50 9 1 in 55 61 to 70

165.00 84.00 30.00 6 1 in 50 51 to 60
138.00 66.00 21.00 6 1 in 45 41 to 50
109.75 55.75 19.75 4.5 1 in 40 31 to 40
79.75 43.75 13.75 4.5 1 in 40 Up to 30
Third arrow Second arrow First arrow (m) (mph)

of arrow speed
Distance from tip of arrow to start of taper (m) Length Taper 85 percentile
Table 4-6 Taper and arrow details
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LONGITUDINAL LINES
4.62 The chevrons in all diagrams must always point LAYOUT OF MARKINGS BETWEEN JUNCTIONS
towards approaching traffic, i.e. in figures 4-17 and
4-18 they should be reversed when traffic is merging. 4.63 The layout of road markings between junctions
Where road studs are used, these must be coloured on high standard roads designed to TD 9 / 93 in
red. Clearance between the inside edge of the Volume 6 of the Design Manual for Roads and
boundary line and any kerb should be as indicated in Bridges (see para 1.4) is shown in figure 4-19 for all-
para 4.23. purpose roads and figure 4-20 for motorways (all
purpose roads and figure 4-20 for motorways (all para 4.23.
Bridges (see para 1.4) is shown in figure 4-19 for all- boundary line and any kerb should be as indicated in
Volume 6 of the Design Manual for Roads and red. Clearance between the inside edge of the
on high standard roads designed to TD 9 / 93 in Where road studs are used, these must be coloured
4.63 The layout of road markings between junctions 4-18 they should be reversed when traffic is merging.
towards approaching traffic, i.e. in figures 4-17 and
LAYOUT OF MARKINGS BETWEEN JUNCTIONS 4.62 The chevrons in all diagrams must always point
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29
LONGITUDINAL LINES
dimensions are in metres). These illustrate the placing 4.65 Edge lines should be accompanied by red uni-
of the lines in relation to the cross section of the road directional retroreflecting road studs adjacent to the
(see TD 27 / 96 for guidance on marking slip roads). hard shoulder or near side hard strip and, on
motorways and dual carriageway roads, coloured
4.64 Edge of carriageway markings between the amber adjacent to the central reservation. For use
running lanes and the hard shoulder or hard strip during contra-flow working, the amber studs may
may use raised rib profiles (diagram 1012.2 on have red reflectors on the opposite face. The use of
motorways and 1012.3 on all-purpose roads; see road studs in conjunction with road markings is dealt
paras 4.39 to 4.48 for details). with in more detail in section 6.
with in more detail in section 6. paras 4.39 to 4.48 for details).

road studs in conjunction with road markings is dealt motorways and 1012.3 on all-purpose roads; see
have red reflectors on the opposite face. The use of may use raised rib profiles (diagram 1012.2 on
during contra-flow working, the amber studs may running lanes and the hard shoulder or hard strip
amber adjacent to the central reservation. For use 4.64 Edge of carriageway markings between the
motorways and dual carriageway roads, coloured
hard shoulder or near side hard strip and, on (see TD 27 / 96 for guidance on marking slip roads).
directional retroreflecting road studs adjacent to the of the lines in relation to the cross section of the road
4.65 Edge lines should be accompanied by red uni- dimensions are in metres). These illustrate the placing
LONGITUDINAL LINES
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30
5 DOUBLE WHITE LINES authorities. However, as contravention of the necessary only in very exceptional circumstances.
to use double lines or warning lines is left to traffic imposed (see Chapter 3), but this is likely to be
GENERAL 5.3 A continuous length of double white lines, with for the lines because discretion in deciding whether used (see para 4.4). A “no overtaking” order may be
any number of changes between continuous and 5.7 It is not necessary to obtain formal authorisation warning line to diagram 1004 or 1004.1 should be
5.1 Double white lines (see figure 5-1) are used to broken lines in either direction, comprises a system. overtaking may nevertheless present a danger, the
prohibit overtaking where visibility is restricted. A double white line scheme may comprise any as part of the route as a whole. visibility is just above the minimum standard, but
Drivers may cross the line nearer to them when it is number of separate systems, interrupted by other criteria, in relation to both the length in question and differing visibility as a result of foliage growth. Where
broken, but not when it is continuous. The legal types of marking (e.g. centre lines or warning lines). except where they are clearly justified on these the summer and winter months may produce
requirements conveyed by the markings are specified emphasis should always be on not using double lines speed of vehicles on the road; surveys carried out in
in regulation 26(2) of the Traffic Signs Regulations 5.4 Having regard to the road width required by criteria set out in the following paragraphs. The The necessary standard of visibility is governed by the
and General Directions 2002 as follows: buses and goods vehicles, particularly on bends, newly-laid double line markings conform to the according to the degree of visibility in that direction.
double line markings should not normally be used 5.6 Traffic authorities should ensure that all 5.2 Each direction of travel is marked separately
(a) no vehicle shall stop on any length of road where the carriageway is less than 6.1 m wide; a
along which the marking has been placed warning line should be used instead. However, an whole, in order to maintain consistent standards. urban four-lane road (see para 5.26).
at any point between the ends of the exception may be made where the width of a road authority boundaries, should be considered as a to prohibit waiting or loading on, for example, an
marking, and drops marginally below 6.1 m for a short distance, drivers. Routes, including those that cross traffic traffic regulation order would therefore be necessary
and the omission of double lines at places of into disrepute and eventually lose the respect of the stopping restriction does not apply. A separate
(b) every vehicle proceeding on any length of restricted visibility within the narrow section might be criteria are not satisfied, otherwise it will be brought road with more than one traffic lane in each direction
road along which the marking has been so misleading. the marking is not used where the appropriate to the vehicle is continuous or broken. However, on a
placed that, as viewed in the direction of are seated higher above the road. It is important that stopping in (a) above applies whether the line closest
travel of the vehicle, a continuous line is on 5.5 Where the forward visibility is less than the example those who have a better view because they may cross a continuous line. The restriction on
the left of a broken line or of another desirable minimum (see para 5.22) it does not impose arbitrary restrictions on some drivers - for double white lines and the occasions when vehicles
continuous line, shall be so driven as to automatically follow that double lines should always white lines are in general well respected, but they vehicles are permitted to stop on a road marked with
keep the first-mentioned continuous line be installed; judgement should be exercised in type of marking should be used instead. Double and 26(6), which list the circumstances in which
on the right hand or off side of the vehicle. deciding whether, having regard to the topographical to impose the restrictions or whether the warning Exceptions are set out in regulations 26(4), 26(5)
and traffic characteristics of the route, it is reasonable and traffic characteristics of the route, it is reasonable
Exceptions are set out in regulations 26(4), 26(5) to impose the restrictions or whether the warning deciding whether, having regard to the topographical on the right hand or off side of the vehicle.
and 26(6), which list the circumstances in which type of marking should be used instead. Double be installed; judgement should be exercised in keep the first-mentioned continuous line
vehicles are permitted to stop on a road marked with white lines are in general well respected, but they automatically follow that double lines should always continuous line, shall be so driven as to
double white lines and the occasions when vehicles impose arbitrary restrictions on some drivers - for desirable minimum (see para 5.22) it does not the left of a broken line or of another
may cross a continuous line. The restriction on example those who have a better view because they 5.5 Where the forward visibility is less than the travel of the vehicle, a continuous line is on
stopping in (a) above applies whether the line closest are seated higher above the road. It is important that placed that, as viewed in the direction of
to the vehicle is continuous or broken. However, on a the marking is not used where the appropriate misleading. road along which the marking has been so
road with more than one traffic lane in each direction criteria are not satisfied, otherwise it will be brought restricted visibility within the narrow section might be (b) every vehicle proceeding on any length of
the stopping restriction does not apply. A separate into disrepute and eventually lose the respect of and the omission of double lines at places of
traffic regulation order would therefore be necessary drivers. Routes, including those that cross traffic drops marginally below 6.1 m for a short distance, marking, and
to prohibit waiting or loading on, for example, an authority boundaries, should be considered as a exception may be made where the width of a road at any point between the ends of the
urban four-lane road (see para 5.26). whole, in order to maintain consistent standards. warning line should be used instead. However, an along which the marking has been placed
where the carriageway is less than 6.1 m wide; a (a) no vehicle shall stop on any length of road
5.2 Each direction of travel is marked separately 5.6 Traffic authorities should ensure that all double line markings should not normally be used
according to the degree of visibility in that direction. newly-laid double line markings conform to the buses and goods vehicles, particularly on bends, and General Directions 2002 as follows:
The necessary standard of visibility is governed by the criteria set out in the following paragraphs. The 5.4 Having regard to the road width required by in regulation 26(2) of the Traffic Signs Regulations
speed of vehicles on the road; surveys carried out in emphasis should always be on not using double lines requirements conveyed by the markings are specified
the summer and winter months may produce except where they are clearly justified on these types of marking (e.g. centre lines or warning lines). broken, but not when it is continuous. The legal
differing visibility as a result of foliage growth. Where criteria, in relation to both the length in question and number of separate systems, interrupted by other Drivers may cross the line nearer to them when it is
visibility is just above the minimum standard, but as part of the route as a whole. A double white line scheme may comprise any prohibit overtaking where visibility is restricted.
overtaking may nevertheless present a danger, the broken lines in either direction, comprises a system. 5.1 Double white lines (see figure 5-1) are used to
warning line to diagram 1004 or 1004.1 should be 5.7 It is not necessary to obtain formal authorisation any number of changes between continuous and
used (see para 4.4). A “no overtaking” order may be for the lines because discretion in deciding whether 5.3 A continuous length of double white lines, with GENERAL
imposed (see Chapter 3), but this is likely to be to use double lines or warning lines is left to traffic
necessary only in very exceptional circumstances. authorities. However, as contravention of the
5 DOUBLE WHITE LINES
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31
DOUBLE WHITE LINES
prohibitory line is an endorsable offence and is 5.8 Double lines should not normally be used in
subject to the “totting-up” procedure (section 36 of built-up areas, as preventing vehicles from stopping
the Road Traffic Act 1988) the appropriate could be unduly restrictive. They might, however, be
Commissioner of Police or Chief Constable should required at certain difficult positions, on three-lane
always be consulted whenever it is proposed to install hills (see para 5.27 to 5.35) or at level crossings (see
new double line markings. paras 19.13 to 19.17).
paras 19.13 to 19.17). new double line markings.

hills (see para 5.27 to 5.35) or at level crossings (see always be consulted whenever it is proposed to install
required at certain difficult positions, on three-lane Commissioner of Police or Chief Constable should
could be unduly restrictive. They might, however, be the Road Traffic Act 1988) the appropriate
built-up areas, as preventing vehicles from stopping subject to the “totting-up” procedure (section 36 of
5.8 Double lines should not normally be used in prohibitory line is an endorsable offence and is
DOUBLE WHITE LINES
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32
DOUBLE WHITE LINES
DESCRIPTION 5.12 Where the road marking shown in version B of between two warning marks. this paragraph.
diagram 1013.1 is so placed that the continuous lines modules so that the arrow is positioned equidistantly installations to 4.5 m spacing merely to comply with
5.9 Double lines consist of a continuous prohibitory are more than 175 mm apart and separated by the table 5-1 has been adjusted to fit the standard dimensions, it is not necessary to change existing
line accompanied either by another continuous line cross-hatching shown, the studs may be fitted in travel. The spacing for various speeds given in Provided they are within the above range of
or by a broken permissive line to provide for the opposite pairs, within the width of each of the two equivalent to a distance of a further three seconds of a 4.5 m spacing is adopted on all new installations.
different forward visibilities in opposite directions. lines, as an alternative to a single row between them travel, and the third, where necessary, at a point be used (see para 19.16), it is recommended that
The broken line comprises 1 m marks with 5 m gaps. (regulation 31(4)). When they are fitted in pairs, studs at a point equivalent to a further two seconds of than at level crossings, where a spacing of 4 m should
The two lines are normally spaced 175 mm apart should be uni-directional so that only the line of studs equivalent to one second of travel, the second arrow the lines at centres between 3 m and 4.5 m. Other
(minimum 90 mm). The Regulations require each line nearer to the driver is fitted with reflectors which can distance in advance of the start of a continuous line bi-directional reflecting road studs is placed between
to be a minimum of 100 mm wide, but 150 mm be seen by that driver. 5.15 The first arrow should normally be placed a circumstances detailed in para 5.12, a single row of
should normally be used. The overall maximum width systems to be fitted with road studs. Except in the
of both lines and the gap between them must not approach must be in line with one another. 5.11 Regulation 31(3) requires double white line
exceed 900 mm. If a wider marking is required, DEFLECTION ARROWS white line pattern (see figure 5-3). All arrows on each
version B prescribed in diagram 1013.1 (see continuous line in order to avoid breaking the double ROAD STUDS
figure 5-1) may be used, with a maximum overall 5.13 Direction 48 requires the provision of at least positioned approximately 500 mm to the right of the
width of 1200 mm. The version B marking usually one arrow to diagram 1014 (see figure 13-6) in within a double white line system, they should be
tapers at each end to connect with version A, but advance of the start of any continuous line which is will emphasise the arrow. Where arrows are required also para 5.4).
may abut diagram 1040.2. on the driver's side, to warn of the approaching of a pair of edge marks and the associated diagonals extra width to the side with the prohibitory line (see
restriction (see also paras 5.16 and 5.18). If space centre is marked using diagram 1040.2, the omission road is narrow, the latter layout could be used to give
5.10 All double white lines must be laid in permits, two arrows should normally be provided. replacing one of the centre line marks. Where the depressible type) are already in use. However, if the
reflectorised material (regulation 31). Raised rib Where a driver’s forward view of the road surface is in the centre of the carriageway (see figure 5-2) installation cheaper when road studs (particularly the
markings (see paras 4.39 to 4.48) must not be used. limited, as at a crest, a third arrow may be necessary white line system (see para 5.3) are usually positioned centre. The former arrangement would make a new
When laid in the nominal centre of the carriageway, to give adequate forewarning (see figure 5-2). 5.14 Deflection arrows on the approach to a double centre line or with the continuous line along the
they should be placed either symmetrically about the they should be placed either symmetrically about the
centre line or with the continuous line along the 5.14 Deflection arrows on the approach to a double to give adequate forewarning (see figure 5-2). When laid in the nominal centre of the carriageway,
centre. The former arrangement would make a new white line system (see para 5.3) are usually positioned limited, as at a crest, a third arrow may be necessary markings (see paras 4.39 to 4.48) must not be used.
installation cheaper when road studs (particularly the in the centre of the carriageway (see figure 5-2) Where a driver’s forward view of the road surface is reflectorised material (regulation 31). Raised rib
depressible type) are already in use. However, if the replacing one of the centre line marks. Where the permits, two arrows should normally be provided. 5.10 All double white lines must be laid in
road is narrow, the latter layout could be used to give centre is marked using diagram 1040.2, the omission restriction (see also paras 5.16 and 5.18). If space
extra width to the side with the prohibitory line (see of a pair of edge marks and the associated diagonals on the driver's side, to warn of the approaching may abut diagram 1040.2.
also para 5.4). will emphasise the arrow. Where arrows are required advance of the start of any continuous line which is tapers at each end to connect with version A, but
within a double white line system, they should be one arrow to diagram 1014 (see figure 13-6) in width of 1200 mm. The version B marking usually
positioned approximately 500 mm to the right of the 5.13 Direction 48 requires the provision of at least figure 5-1) may be used, with a maximum overall
ROAD STUDS continuous line in order to avoid breaking the double version B prescribed in diagram 1013.1 (see
white line pattern (see figure 5-3). All arrows on each DEFLECTION ARROWS exceed 900 mm. If a wider marking is required,
5.11 Regulation 31(3) requires double white line approach must be in line with one another. of both lines and the gap between them must not
systems to be fitted with road studs. Except in the should normally be used. The overall maximum width
circumstances detailed in para 5.12, a single row of 5.15 The first arrow should normally be placed a be seen by that driver. to be a minimum of 100 mm wide, but 150 mm
bi-directional reflecting road studs is placed between distance in advance of the start of a continuous line nearer to the driver is fitted with reflectors which can (minimum 90 mm). The Regulations require each line
the lines at centres between 3 m and 4.5 m. Other equivalent to one second of travel, the second arrow should be uni-directional so that only the line of studs The two lines are normally spaced 175 mm apart
than at level crossings, where a spacing of 4 m should at a point equivalent to a further two seconds of (regulation 31(4)). When they are fitted in pairs, studs The broken line comprises 1 m marks with 5 m gaps.
be used (see para 19.16), it is recommended that travel, and the third, where necessary, at a point lines, as an alternative to a single row between them different forward visibilities in opposite directions.
a 4.5 m spacing is adopted on all new installations. equivalent to a distance of a further three seconds of opposite pairs, within the width of each of the two or by a broken permissive line to provide for the
Provided they are within the above range of travel. The spacing for various speeds given in cross-hatching shown, the studs may be fitted in line accompanied either by another continuous line
dimensions, it is not necessary to change existing table 5-1 has been adjusted to fit the standard are more than 175 mm apart and separated by the 5.9 Double lines consist of a continuous prohibitory
installations to 4.5 m spacing merely to comply with modules so that the arrow is positioned equidistantly diagram 1013.1 is so placed that the continuous lines
this paragraph. between two warning marks. 5.12 Where the road marking shown in version B of DESCRIPTION
DOUBLE WHITE LINES
32
33
DOUBLE WHITE LINES
DOUBLE WHITE LINES
33
34
DOUBLE WHITE LINES

165.00 84.00 30.00 6 60
138.00 66.00 21.00 6 50
5.16 Direction 48 provides an exemption to the SPLAYED MARKINGS ON BENDS AND CRESTS
109.75 55.75 19.75 4.5 40
requirement for deflection arrows where the
79.75 43.75 13.75 4.5 30
continuous line is interrupted at a junction or at a 5.17 To increase the lateral separation of opposing
refuge (see also para 7.11). They are also not traffic on sharp bends or crests, double continuous Third arrow Second arrow First arrow
(m)
required if a continuous line commences immediately lines, where they are justified, may be splayed with a
(m) arrow (mph)
after the point where a central reservation ends, or maximum overall width of 1200 mm (diagram 1013.1
Distance of tip of arrow from the start of the unbroken line Length of Speed limit
immediately after a roundabout. However, in the version B); if greater widths are required, diagram
latter case the use of an arrow is recommended, as 1013.4 should be used (see figures 7.5 and 7.6). It is
Table 5-1 Location of deflection arrows
indicated in figure 5-4. essential that there is adequate room on each side to
enable vehicles to negotiate the bend or hump
without crossing the lines. The lines should be
opened out at a taper no sharper than 1 in 50; the on the approach to a refuge the line on the driver’s
area between them must be hatched with marks of recommencement of the marking after the refuge. If
the same width as the longitudinal lines, at spacings line, warning arrows are not required at the
of not more than 3 m. On a crest, the lines should table 14-1. Where a refuge interrupts a continuous
attain maximum width at the point of least visibility the refuge. Recommended tapers are set out in
(not always the highest point) in each direction. This in para 4.23. Lines should not be continued alongside
hatched marking may be used only between double offset between the line and the refuge can be found
continuous lines, never between a continuous and a refuge (see figure 5-5). Guidance on the appropriate
broken line. each other so that traffic is guided safely past the
driver’s side of the refuge, keeping them parallel to
meet a refuge. Both lines should be inclined to the
INCLINED LINES AT REFUGES 5.18 Double lines should not be splayed where they
5.18 Double lines should not be splayed where they INCLINED LINES AT REFUGES
meet a refuge. Both lines should be inclined to the
driver’s side of the refuge, keeping them parallel to
each other so that traffic is guided safely past the broken line.
refuge (see figure 5-5). Guidance on the appropriate continuous lines, never between a continuous and a
offset between the line and the refuge can be found hatched marking may be used only between double
in para 4.23. Lines should not be continued alongside (not always the highest point) in each direction. This
the refuge. Recommended tapers are set out in attain maximum width at the point of least visibility
table 14-1. Where a refuge interrupts a continuous of not more than 3 m. On a crest, the lines should
line, warning arrows are not required at the the same width as the longitudinal lines, at spacings
recommencement of the marking after the refuge. If area between them must be hatched with marks of
on the approach to a refuge the line on the driver’s opened out at a taper no sharper than 1 in 50; the
without crossing the lines. The lines should be
enable vehicles to negotiate the bend or hump
essential that there is adequate room on each side to indicated in figure 5-4.
Table 5-1 Location of deflection arrows
1013.4 should be used (see figures 7.5 and 7.6). It is latter case the use of an arrow is recommended, as
version B); if greater widths are required, diagram immediately after a roundabout. However, in the
Speed limit Length of Distance of tip of arrow from the start of the unbroken line
maximum overall width of 1200 mm (diagram 1013.1 after the point where a central reservation ends, or
(mph) arrow (m)
lines, where they are justified, may be splayed with a required if a continuous line commences immediately
(m)
First arrow Second arrow Third arrow traffic on sharp bends or crests, double continuous refuge (see also para 7.11). They are also not
5.17 To increase the lateral separation of opposing continuous line is interrupted at a junction or at a
30 4.5 13.75 43.75 79.75
requirement for deflection arrows where the
40 4.5 19.75 55.75 109.75
SPLAYED MARKINGS ON BENDS AND CRESTS 5.16 Direction 48 provides an exemption to the
50 6 21.00 66.00 138.00
60 6 30.00 84.00 165.00
DOUBLE WHITE LINES
34
35
DOUBLE WHITE LINES
side is broken, it should be replaced with a Table 5-2 Visibility distance

continuous line between the refuge and a point V
metres in advance of it (see table 5-2). This avoids 85 percentile Desirable Warning
inviting an unsafe overtaking manoeuvre. speed minimum line visibility
(mph) visibility distance
distance W (m)
ROAD JUNCTIONS V (m)
each part of the section, in each direction. carriageway. Warning lines are laid where overtaking
Up to 30 75 115
find the desirable minimum visibility V for measured between points on the centre of the 5.19 Improved visibility sometimes results in
31 to 40 95 160
for each direction of travel. From table 5-2, and W is the warning line visibility distance as reversion to a broken line on the approach to a
41 to 50 120 195
Determine traffic speeds along the section Step 1 interval, V is the desirable minimum visibility distance junction. In such cases, it is better to maintain the
51 to 60 150 240
horizontal curvature. In table 5-2, for each speed continuous line beyond the junction to avoid
Over 60 175 275
distances for 30 mph should be used. height, taking account of vertical as well as encouraging overtaking at an unsuitable point.
of 30 mph or less (see table 5-2) the visibility carriageway can be seen by an observer at the same
the speed limit. For measured 85th percentile speeds distance at which an object 1.05 m above the 5.20 The Regulations permit vehicles to cross the is potentially hazardous, but visibility is not so
percentile measured speeds where this is higher than 5.22 Visibility distance is defined as the maximum continuous line to enter any other road or private restricted that overtaking needs to be prohibited (see
double line scheme should be based on actual 85th access (regulation 26(6)). A gap in the line is not paras 4.12 to 4.26).
road. The visibility distances used to determine the VISIBILITY DISTANCE therefore necessary. However, where there is a
large-scale plan before any markings are laid on the dedicated right turn lane this should be marked out
associated markings should then be designed on a as shown in figure 7-4 and described in para 7.11. DESIGN PROCEDURE FOR TWO-LANE ROADS
scheme, with all adjustments, deflection arrows and is dealt with in para 7.12. The Directions do not require deflection arrows at the
accident record taken into account. The complete with a right turn lane on a road with a climbing lane recommencement of the double line either side of 5.23 Double white line systems (see para 5.3) should
made, and other relevant information such as the 5.21 The use of double white lines in conjunction the junction. not be designed entirely on the basis of plans and
sight distance data. A site visit should always be sight distance data. A site visit should always be
not be designed entirely on the basis of plans and the junction. 5.21 The use of double white lines in conjunction made, and other relevant information such as the
5.23 Double white line systems (see para 5.3) should recommencement of the double line either side of with a right turn lane on a road with a climbing lane accident record taken into account. The complete
The Directions do not require deflection arrows at the is dealt with in para 7.12. scheme, with all adjustments, deflection arrows and
DESIGN PROCEDURE FOR TWO-LANE ROADS as shown in figure 7-4 and described in para 7.11. associated markings should then be designed on a
dedicated right turn lane this should be marked out large-scale plan before any markings are laid on the
therefore necessary. However, where there is a VISIBILITY DISTANCE road. The visibility distances used to determine the
paras 4.12 to 4.26). access (regulation 26(6)). A gap in the line is not double line scheme should be based on actual 85th
restricted that overtaking needs to be prohibited (see continuous line to enter any other road or private 5.22 Visibility distance is defined as the maximum percentile measured speeds where this is higher than
is potentially hazardous, but visibility is not so 5.20 The Regulations permit vehicles to cross the distance at which an object 1.05 m above the the speed limit. For measured 85th percentile speeds
carriageway can be seen by an observer at the same of 30 mph or less (see table 5-2) the visibility
encouraging overtaking at an unsuitable point. height, taking account of vertical as well as distances for 30 mph should be used.
275 175 Over 60
continuous line beyond the junction to avoid horizontal curvature. In table 5-2, for each speed
240 150 51 to 60
junction. In such cases, it is better to maintain the interval, V is the desirable minimum visibility distance Step 1 Determine traffic speeds along the section
195 120 41 to 50
reversion to a broken line on the approach to a and W is the warning line visibility distance as for each direction of travel. From table 5-2,
160 95 31 to 40
5.19 Improved visibility sometimes results in measured between points on the centre of the find the desirable minimum visibility V for
115 75 Up to 30
carriageway. Warning lines are laid where overtaking each part of the section, in each direction.
V (m) ROAD JUNCTIONS
W (m) distance
distance visibility (mph)
line visibility minimum speed inviting an unsafe overtaking manoeuvre.
Warning Desirable 85 percentile metres in advance of it (see table 5-2). This avoids
continuous line between the refuge and a point V
Table 5-2 Visibility distance side is broken, it should be replaced with a
DOUBLE WHITE LINES
35
36
DOUBLE WHITE LINES
Step 2 For one direction of travel, mark each of the Step 8 If this joining of systems results in a length
points where desirable minimum visibility of broken line within the resulting system
distance V is lost, and where it is regained. (i.e. not at one end) that is shorter than the the release of traffic at an unsuitable point.
Each of these pairs of points can now be relevant V (note 1(a)), then that length of 1(a) and 1(b) above. from overtaking sections (note 3), or to avoid
joined by a continuous white line to create a broken line should be replaced by a relevant V value at that point, defined under point of meeting to minimise loss of length
series of line segments, except where such a continuous line. that for the speed corresponding to the gap, but the designer should adjust the
segment would be shorter than V / 4, and 4 The relevant W value at any point is taken to be the systems would meet in the middle of the
would be separated from its preceding and Step 9 If the gap between two systems is greater overtaking opportunities in the vicinity. change in pattern, to fill the gap. Normally
succeeding segments by at least the relevant than half the relevant V (note 1(b)), but less the availability of other (perhaps safer) the systems should be extended, without a
V (note 1(a) below); such short isolated than the relevant W (note 4), warning lines systems, the designer should take account of relevant V value (notes 1(b) and 2 below),
segments should not be marked as should be laid in the gap between the 3 When adjusting the meeting point of white line systems is shorter than half the
continuous unless there is very good systems. arise are closed later, at Step 8. If the gap between two lengths of double Step 7
justification for retaining them. line. Overtaking lengths less than V that might
Step 10 If traffic leaving a length of double white excessive lengths of unnecessary continuous white lines.
Step 3 On the exit from a left hand bend, the lines is subject to a continuous line that 2 V / 2 is used here in preference to V to avoid creation of a number of lengths of double
continuous line should be extended until the extends beyond the point where the value should be used. visibility better than V). This will result in the
warning line visibility distance W is attained, continuous line for traffic in the other a different V in each direction, the greater direction of travel in which a driver has
or the road ceases to curve to the left, direction starts, and it seems that this might systems, if the application of note 1(a) results in appropriate side (i.e. on the side for the
whichever results in the shorter line. cause confusion, the inbound continuous (b) When considering the gap between two remaining single continuous lines, on the
line may be started sooner, at the designer’s the start of the continuous line after the gap. On the plan, mark broken lines alongside Step 6
Step 4 Gaps shorter than the relevant V (note 1(a)) discretion. taken to be the same as that used to determine
between continuous line segments should value for a gap between two continuous lines is direction of travel.
be closed by extending the continuous line. NOTES: 1(a) In a particular direction, the relevant V Repeat Steps 2, 3 and 4 for the other Step 5
Step 5 Repeat Steps 2, 3 and 4 for the other 1(a) In a particular direction, the relevant V NOTES: be closed by extending the continuous line.
direction of travel. value for a gap between two continuous lines is between continuous line segments should
taken to be the same as that used to determine discretion. Gaps shorter than the relevant V (note 1(a)) Step 4
Step 6 On the plan, mark broken lines alongside the start of the continuous line after the gap. line may be started sooner, at the designer’s
remaining single continuous lines, on the (b) When considering the gap between two cause confusion, the inbound continuous whichever results in the shorter line.
appropriate side (i.e. on the side for the systems, if the application of note 1(a) results in direction starts, and it seems that this might or the road ceases to curve to the left,
direction of travel in which a driver has a different V in each direction, the greater continuous line for traffic in the other warning line visibility distance W is attained,
visibility better than V). This will result in the value should be used. extends beyond the point where the continuous line should be extended until the
creation of a number of lengths of double 2 V / 2 is used here in preference to V to avoid lines is subject to a continuous line that Step 3 On the exit from a left hand bend, the
white lines. excessive lengths of unnecessary continuous Step 10 If traffic leaving a length of double white
line. Overtaking lengths less than V that might justification for retaining them.
Step 7 If the gap between two lengths of double arise are closed later, at Step 8. systems. continuous unless there is very good
white line systems is shorter than half the 3 When adjusting the meeting point of should be laid in the gap between the segments should not be marked as
relevant V value (notes 1(b) and 2 below), systems, the designer should take account of than the relevant W (note 4), warning lines V (note 1(a) below); such short isolated
the systems should be extended, without a the availability of other (perhaps safer) than half the relevant V (note 1(b)), but less succeeding segments by at least the relevant
change in pattern, to fill the gap. Normally overtaking opportunities in the vicinity. If the gap between two systems is greater Step 9 would be separated from its preceding and
the systems would meet in the middle of the 4 The relevant W value at any point is taken to be segment would be shorter than V / 4, and
gap, but the designer should adjust the that for the speed corresponding to the continuous line. series of line segments, except where such a
point of meeting to minimise loss of length relevant V value at that point, defined under broken line should be replaced by a joined by a continuous white line to create a
from overtaking sections (note 3), or to avoid 1(a) and 1(b) above. relevant V (note 1(a)), then that length of Each of these pairs of points can now be
the release of traffic at an unsuitable point. (i.e. not at one end) that is shorter than the distance V is lost, and where it is regained.
of broken line within the resulting system points where desirable minimum visibility
If this joining of systems results in a length Step 8 For one direction of travel, mark each of the Step 2
DOUBLE WHITE LINES
36
37
DOUBLE WHITE LINES

prohibit downhill overtaking. side lane, with the widening to the right, so that
Otherwise a continuous line is used to hand uphill lane should be a continuation of the near
be installed for a minimum length W. partially confined if overtaking is permitted. The left 5.24 The above procedure achieves the following: slower vehicles do not have to change lanes at either
para 5.23 are satisfied, and only if it can downhill traffic may be fully confined to one lane, or end. The procedure for marking three-lane hills, set
traffic only where the criteria in Step 2 of vehicles may overtake slower ones in safety. The (i) the minimum length for an overtaking out below, is designed to result in markings that
(iii) a broken line is installed for downhill lanes for ascending traffic so that faster-moving stretch is V, allow downhill overtaking only at those locations
5.27 A three-lane hill is intended to provide two where visibility is extensive in both directions.
intends using the centre lane to overtake, (ii) the minimum length for a broken line
vision for a driver in either direction who THREE-LANE HILLS element within a system is V, and 5.28 A three-lane hill is marked with a lane line
vehicle). This ensures adequate forward (diagram 1005 or 1005.1) separating the two uphill
(where it could be obscured by an uphill (iii) the minimum length for a stretch of lanes, and a double white line separating them from
any point passes over the inside uphill lane crossing the centre line. warning line between two systems is V / 2. the downhill lane (see figure 5-6). Where the
sight line to the target on the lane line at opposing vehicle which is “double overtaking” by carriageway width is the standard 10 m (excluding
the observer, and when no part of the overtaking in one direction being confronted by an This minimises both frequent changes of pattern and any edge strips) it should be marked so that the uphill
simultaneously visible at a distance W from This should eliminate the possibility of a vehicle the length of continuous line put down at places climbing lane is 3.2 m wide and the other lanes each
satisfied only when both targets are with a double continuous line irrespective of visibility. where visibility is adequate. 3.4 m wide. For further details see TD 9 / 93 in the
uphill lanes. The visibility criteria are lanes in each direction, the centre may be marked Design Manual for Roads and Bridges (Volume 6).
other on the lane line separating the two 5.26 On single carriageway roads with two or more
one on the proposed alignment, and the THREE-LANE ROADS 5.29 The double white line will always feature a
double white line, but with two targets, FOUR-LANE ROADS continuous line on the side of the uphill traffic. On
observer on the proposed alignment of the 5.25 The use of offset double lines on alternate the downhill side, where certain criteria are met, the
(ii) measure downhill visibility with the sections of three-lane roads (other than three-lane line may be broken to permit overtaking. These
lines if there are four or more lanes (see para 5.26). hills, see paras 5.27 to 5.32) to facilitate overtaking in criteria are determined as follows:
line visibility distance W, in accordance with table 4-3, or with double white the centre lane is not recommended. Drivers will not
from table 5-2 the appropriate warning may be marked with a centre of carriageway marking respect restrictions which have no apparent (i) establish the 85th percentile traffic speed
for the downhill direction, and determine justification. Carriageways 10 m or more in width justification. Carriageways 10 m or more in width for the downhill direction, and determine
establish the 85th percentile traffic speed (i) respect restrictions which have no apparent may be marked with a centre of carriageway marking from table 5-2 the appropriate warning
the centre lane is not recommended. Drivers will not in accordance with table 4-3, or with double white line visibility distance W,
criteria are determined as follows: hills, see paras 5.27 to 5.32) to facilitate overtaking in lines if there are four or more lanes (see para 5.26).
line may be broken to permit overtaking. These sections of three-lane roads (other than three-lane (ii) measure downhill visibility with the
the downhill side, where certain criteria are met, the 5.25 The use of offset double lines on alternate observer on the proposed alignment of the
continuous line on the side of the uphill traffic. On FOUR-LANE ROADS double white line, but with two targets,
5.29 The double white line will always feature a THREE-LANE ROADS one on the proposed alignment, and the
5.26 On single carriageway roads with two or more other on the lane line separating the two
Design Manual for Roads and Bridges (Volume 6). lanes in each direction, the centre may be marked uphill lanes. The visibility criteria are
3.4 m wide. For further details see TD 9 / 93 in the where visibility is adequate. with a double continuous line irrespective of visibility. satisfied only when both targets are
climbing lane is 3.2 m wide and the other lanes each the length of continuous line put down at places This should eliminate the possibility of a vehicle simultaneously visible at a distance W from
any edge strips) it should be marked so that the uphill This minimises both frequent changes of pattern and overtaking in one direction being confronted by an the observer, and when no part of the
carriageway width is the standard 10 m (excluding opposing vehicle which is “double overtaking” by sight line to the target on the lane line at
the downhill lane (see figure 5-6). Where the warning line between two systems is V / 2. crossing the centre line. any point passes over the inside uphill lane
lanes, and a double white line separating them from (iii) the minimum length for a stretch of (where it could be obscured by an uphill
(diagram 1005 or 1005.1) separating the two uphill vehicle). This ensures adequate forward
5.28 A three-lane hill is marked with a lane line element within a system is V, and THREE-LANE HILLS vision for a driver in either direction who
(ii) the minimum length for a broken line intends using the centre lane to overtake,
where visibility is extensive in both directions. 5.27 A three-lane hill is intended to provide two
allow downhill overtaking only at those locations stretch is V, lanes for ascending traffic so that faster-moving (iii) a broken line is installed for downhill
out below, is designed to result in markings that the minimum length for an overtaking (i) vehicles may overtake slower ones in safety. The traffic only where the criteria in Step 2 of
end. The procedure for marking three-lane hills, set downhill traffic may be fully confined to one lane, or para 5.23 are satisfied, and only if it can
slower vehicles do not have to change lanes at either 5.24 The above procedure achieves the following: partially confined if overtaking is permitted. The left be installed for a minimum length W.
hand uphill lane should be a continuation of the near Otherwise a continuous line is used to
side lane, with the widening to the right, so that prohibit downhill overtaking.
DOUBLE WHITE LINES
37
38
DOUBLE WHITE LINES
DOUBLE WHITE LINES
38
39
DOUBLE WHITE LINES

at 10 m wide and the climbing lanes extended
the intervening carriageway should be maintained
500 m in length between tapers. For shorter lengths, To avoid frequent changes of pattern on long hills, or
may be used to link them, provided this is at least for safety reasons, the designer may on occasion use
of a sag curve, a conventional two-lane road layout a downhill continuous line even when the visibility
5.33 Where there are climbing lanes on both sides criteria for a broken line in Step 2 are satisfied,
although the use of a prohibitory line on long
LAYOUT AT SAG CURVES straight sections should be avoided if possible.
5.30 The marking at the commencement of the

should also be used (see Chapter 4, para 4.3). climbing lane is designed to encourage uphill drivers
bottom of a climbing lane. Signs to diagram 517 to keep to the near side lane unless overtaking. In
figure 5-6 for the layout of markings at the top and order to avoid a potential conflict at this point
junctions or sharp curves may cause problems. See between uphill and downhill overtaking traffic, a
that the return to a single lane does not occur where length of double continuous line should be provided
rejoin the inside lane. Care should be taken to ensure for a length equal to W in table 5-2 for the speed of
should place the onus on the overtaking driver to the uphill traffic. This ensures that any downhill
5.32 The alignment at the end of a climbing lane overtaking vehicle will be returned to the near side
lane before coming into conflict with an uphill vehicle
trying to pull out from behind a large vehicle. beginning an overtaking manoeuvre at the start of
where visibility is poor for an uphill inside lane vehicle the climbing lane (see figure 5-6). In addition, the
It will restrict it elsewhere, particularly in those cases double white line may be extended to divide
overtaking on long straight, or nearly straight, hills. opposing traffic over the taper in order to prevent
5.31 This procedure will still allow downhill overtaking by downhill traffic. However, if visibility
over this length is good, then observance may be
poor and a warning line might be more effective. poor and a warning line might be more effective.
over this length is good, then observance may be
overtaking by downhill traffic. However, if visibility 5.31 This procedure will still allow downhill
opposing traffic over the taper in order to prevent overtaking on long straight, or nearly straight, hills.
double white line may be extended to divide It will restrict it elsewhere, particularly in those cases
the climbing lane (see figure 5-6). In addition, the where visibility is poor for an uphill inside lane vehicle
beginning an overtaking manoeuvre at the start of trying to pull out from behind a large vehicle.
lane before coming into conflict with an uphill vehicle
overtaking vehicle will be returned to the near side 5.32 The alignment at the end of a climbing lane
the uphill traffic. This ensures that any downhill should place the onus on the overtaking driver to
for a length equal to W in table 5-2 for the speed of rejoin the inside lane. Care should be taken to ensure
length of double continuous line should be provided that the return to a single lane does not occur where
between uphill and downhill overtaking traffic, a junctions or sharp curves may cause problems. See
order to avoid a potential conflict at this point figure 5-6 for the layout of markings at the top and
to keep to the near side lane unless overtaking. In bottom of a climbing lane. Signs to diagram 517
climbing lane is designed to encourage uphill drivers should also be used (see Chapter 4, para 4.3).
5.30 The marking at the commencement of the
straight sections should be avoided if possible. LAYOUT AT SAG CURVES

although the use of a prohibitory line on long
criteria for a broken line in Step 2 are satisfied, 5.33 Where there are climbing lanes on both sides
a downhill continuous line even when the visibility of a sag curve, a conventional two-lane road layout
for safety reasons, the designer may on occasion use may be used to link them, provided this is at least
To avoid frequent changes of pattern on long hills, or 500 m in length between tapers. For shorter lengths,
the intervening carriageway should be maintained
at 10 m wide and the climbing lanes extended
DOUBLE WHITE LINES
39
40
DOUBLE WHITE LINES
DOUBLE WHITE LINES
40
41
DOUBLE WHITE LINES
downhill until they meet, using a road marking to

diagram 1013.1 version B (see figure 5-7). The taper
in the version B marking (see figure 5-1) should not
be sharper than 1 in 50.
LAYOUT AT CRESTS
Inspectorate.
crossings only after consultation with HM Railway 5.34 Where there are climbing lanes on both sides of
for details). Markings should be installed at level the hill and the road has been widened on the crest
visibility criteria in table 5-2 (see paras 19.9 to 19.17 to 13.2 m, as indicated in TD 9 / 93 (Amendment
crossings even when the conditions do not meet the No. 1) in Volume 6 of the Design Manual for Roads
5.36 Double white lines are used at some level and Bridges (see para 1.4) then:
LEVEL CROSSINGS (i) if the length of 13.2 m wide carriageway

(including any hatched area) between the
tapers is 500 m or more, a conventional
shown in figure 5-9 should be adopted. layout should be used between the tapers,
unchanged in width at 10 m, the marking layout
5.35 If the carriageway over the crest remains (ii) if the length of 13.2 m wide carriageway
between the tapers is less than 500 m, the
should not be less than 200 m. climbing lanes should overlap as shown in
of 13.2 m carriageway including hatching) figure 5-8. In this case the distance
between the tapers (i.e. the length between the tapers (i.e. the length
figure 5-8. In this case the distance of 13.2 m carriageway including hatching)
climbing lanes should overlap as shown in should not be less than 200 m.
between the tapers is less than 500 m, the
(ii) if the length of 13.2 m wide carriageway 5.35 If the carriageway over the crest remains
unchanged in width at 10 m, the marking layout
layout should be used between the tapers, shown in figure 5-9 should be adopted.
tapers is 500 m or more, a conventional
(including any hatched area) between the
if the length of 13.2 m wide carriageway (i) LEVEL CROSSINGS
and Bridges (see para 1.4) then: 5.36 Double white lines are used at some level
No. 1) in Volume 6 of the Design Manual for Roads crossings even when the conditions do not meet the
to 13.2 m, as indicated in TD 9 / 93 (Amendment visibility criteria in table 5-2 (see paras 19.9 to 19.17
the hill and the road has been widened on the crest for details). Markings should be installed at level
5.34 Where there are climbing lanes on both sides of crossings only after consultation with HM Railway
Inspectorate.
LAYOUT AT CRESTS
be sharper than 1 in 50.

in the version B marking (see figure 5-1) should not
diagram 1013.1 version B (see figure 5-7). The taper
downhill until they meet, using a road marking to
DOUBLE WHITE LINES
41
42
6 ROAD STUDS
used as follows: those on the trailing edge, it can also result in the
GENERAL studs on the far side of the hatching or taper being chromaticity co-ordinates in BS EN 1463-1 and are a bi-directional stud tend to deteriorate faster than
brighter than those on the nearer side. There is then (regulation 31(7)). The colours are specified by Moreover, because reflectors on the leading edge of
6.1 Retroreflective road studs are frequently used to a risk of drivers being guided onto the hatched area. with reflectors coloured white, red, amber or green the hatched markings may not be clearly visible.
supplement longitudinal road markings. They depend 6.9 Retroreflecting road studs are prescribed for use traffic lane, especially on wet roads at night, when
for their brightness on the light from a vehicle’s can make the hatched area appear to be another
headlamps being reflected back towards the source. TYPE APPROVAL COLOUR OF ROAD STUDS directional type. This is because bi-directional studs
The driver sits behind the headlamps and sees a hatched markings; these should make use of the uni-
bright reflection from the stud. They are used in 6.6 BS 873: Part 4 has been replaced by the appropriate for marking lines bounding central
addition to reflectorised lines where traffic flows are European Standard BS EN 1463, and the former type for a non-depressible stud 20 mm (regulation 32). separates opposing flows of traffic. They are not
high, particularly on roads without street lighting. approval process under which studs had to be prescribed height for a depressible stud is 25 mm and para 5.12), and should always be used in a line that
They remain effective in wet weather and also in approved by the Secretary of State has been the carriageway using a base unit. The maximum and 1013.4 (subject to the exception described in
areas prone to fog, when the efficiency of reflective superseded. Type approval will continue to be anchored using suitable adhesives, or embedded into the double white lines in diagrams 1013.1,1013.3
markings is reduced. needed for studs outside the scope of the European rigid retroreflectors can be surface bonded or applications on single carriageway roads, including
Standard, e.g. those which incorporate a light source. a “squeegee” action. Non-depressible studs with 6.5 Bi-directional road studs may be used for certain
6.2 Regulations 31(3) and (7) require white road The minimum performance requirement for depresses the stud thus wiping the reflectors clean by
studs to be used in conjunction with the double retroreflective road studs is now specified in is designed in such a way that a passing vehicle to edge lines is dealt with in para 4.38.
white line system (diagrams 1013.1, 1013.3 and direction 57 by reference to the appropriate classes base unit which is embedded into the carriageway. It paras 4.58 and 4.59. The positioning of studs relative
1013.4). They are usually placed in a single row set out in parts 1 and 2 of BS EN 1463. depressible. In the former, the stud is mounted in a change from dual to single carriageway, see
between the lines, but regulation 31(4) permits a 6.8 Studs may also be depressible or non- 6.4 For guidance on the use of road studs at the
double row in certain circumstances (see paras 5.11
and 5.12). TYPES OF ROAD STUD classes, depending on the stud type. roads, even when street lighting is provided.
provides several different photometric performance recommended for use on high speed all-purpose
6.3 Road studs may be used with most other 6.7 Studs may be permanent or temporary, and use a abrasion resistant protective coating. The standard (7)). They are always used on motorways, and are
longitudinal white lines (see direction 31(5), (6) and glass or plastic reflector, or a plastic reflector with an glass or plastic reflector, or a plastic reflector with an longitudinal white lines (see direction 31(5), (6) and
(7)). They are always used on motorways, and are abrasion resistant protective coating. The standard 6.7 Studs may be permanent or temporary, and use a 6.3 Road studs may be used with most other
recommended for use on high speed all-purpose provides several different photometric performance
roads, even when street lighting is provided. classes, depending on the stud type. TYPES OF ROAD STUD and 5.12).
double row in certain circumstances (see paras 5.11
6.4 For guidance on the use of road studs at the 6.8 Studs may also be depressible or non- between the lines, but regulation 31(4) permits a
change from dual to single carriageway, see depressible. In the former, the stud is mounted in a set out in parts 1 and 2 of BS EN 1463. 1013.4). They are usually placed in a single row
paras 4.58 and 4.59. The positioning of studs relative base unit which is embedded into the carriageway. It direction 57 by reference to the appropriate classes white line system (diagrams 1013.1, 1013.3 and
to edge lines is dealt with in para 4.38. is designed in such a way that a passing vehicle retroreflective road studs is now specified in studs to be used in conjunction with the double
depresses the stud thus wiping the reflectors clean by The minimum performance requirement for 6.2 Regulations 31(3) and (7) require white road
6.5 Bi-directional road studs may be used for certain a “squeegee” action. Non-depressible studs with Standard, e.g. those which incorporate a light source.
applications on single carriageway roads, including rigid retroreflectors can be surface bonded or needed for studs outside the scope of the European markings is reduced.
the double white lines in diagrams 1013.1,1013.3 anchored using suitable adhesives, or embedded into superseded. Type approval will continue to be areas prone to fog, when the efficiency of reflective
and 1013.4 (subject to the exception described in the carriageway using a base unit. The maximum approved by the Secretary of State has been They remain effective in wet weather and also in
para 5.12), and should always be used in a line that prescribed height for a depressible stud is 25 mm and approval process under which studs had to be high, particularly on roads without street lighting.
separates opposing flows of traffic. They are not for a non-depressible stud 20 mm (regulation 32). European Standard BS EN 1463, and the former type addition to reflectorised lines where traffic flows are
appropriate for marking lines bounding central 6.6 BS 873: Part 4 has been replaced by the bright reflection from the stud. They are used in
hatched markings; these should make use of the uni- The driver sits behind the headlamps and sees a
directional type. This is because bi-directional studs COLOUR OF ROAD STUDS TYPE APPROVAL headlamps being reflected back towards the source.
can make the hatched area appear to be another for their brightness on the light from a vehicle’s
traffic lane, especially on wet roads at night, when 6.9 Retroreflecting road studs are prescribed for use supplement longitudinal road markings. They depend
the hatched markings may not be clearly visible. with reflectors coloured white, red, amber or green a risk of drivers being guided onto the hatched area. 6.1 Retroreflective road studs are frequently used to
Moreover, because reflectors on the leading edge of (regulation 31(7)). The colours are specified by brighter than those on the nearer side. There is then
a bi-directional stud tend to deteriorate faster than chromaticity co-ordinates in BS EN 1463-1 and are studs on the far side of the hatching or taper being GENERAL
those on the trailing edge, it can also result in the used as follows:
6 ROAD STUDS
42
43
ROAD STUDS
material,
other types of pedestrian crossing. (ii) the same as the reflectors or retroreflecting
Similar considerations apply to the studs used at WHITE - to indicate a traffic lane or centre of (iii) a natural metallic finish, or
to two-wheeled traffic should be borne in mind. white, (i) carriageway marking.
studs can be slippery when wet, and the potential risk (iv) any other neutral colour (including black).
thermoplastic or paint products, some types of metal 6.11 The colour of the road stud body may be: RED - to indicate a line of studs which should not
permit the use of stainless steel, aluminium, be crossed. It is used mainly to delineate In the case of studs placed temporarily at road works,
retroreflecting material. Although the Regulations working is needed for road maintenance purposes. the left hand edge of the running the stud body must be fluorescent green / yellow. The
intermittent light source, but may be formed from reflectors on the reverse for use when contra-flow carriageway; studs are omitted at positions use of temporary studs is described in Chapter 8.
fitted with reflective lenses or with a steady or adjacent to the central reservation may have red where traffic is permitted to cross, e.g. at
silver or light grey (regulation 11(4)). They may not be 6.10 On dual carriageway roads, amber studs placed lay-bys (where green studs are normally
to mark a crossing place must be coloured white, substituted). Where studs are used with STUD SPACING
6.15 Road studs to diagram 1055.1 or 1055.2 used demarcates the exit lane. chevron markings to diagram 1041,
with the marking to diagram 1010 which 1041.1, 1042 or 1042.1 they must be 6.12 The spacing of road studs used with double
ROAD STUDS AT CROSSINGS lanes, (see figure 7-7) green studs are used coloured red on both sides of the marking. white lines is dealt with in para 5.11. The spacing of
At lane-drop junctions, and right turn studs used with centre lines and lane lines is
transverse markings, or with diagram 1009. AMBER - to indicate a line of studs which should not described in tables 4-1, 4-2 and 4-3, and studs used
glare from the headlamps of oncoming vehicles. used in conjunction with Stop or Give Way be crossed. It is used to indicate the right in conjunction with continuous edge lines or with
or where there is a severe dazzle problem caused by side of the carriageway. They must not be hand edge of the running carriageway diagram 1010 in table 4-5 and para 10.11.
450 m, or on roads particularly prone to fog and mist and deceleration lanes on the left hand adjacent to the edge of the central
to 9 m on bends with a radius of curvature less than and to mark the boundary of acceleration reservation or to traffic cones or cylinders at 6.13 On dual carriageway roads where red, white
6.14 The standard 18 m spacing should be reduced 1010 (see paras 4.29 and 4.30) at lay-bys road works, or the marking to diagram and amber studs are used, these are normally spaced
studs are used with markings to diagram 1040.3. Amber studs are also used on the at 18 m intervals. There may be some minor
centres. carriageway which may be crossed. Green off side of a one-way road (including one- advantage in offsetting the white lane line studs 9 m
markings, the spacing should be closed up to 3 m GREEN - to indicate a length of the edge of the way slip roads and link roads). longitudinally relative to the red and amber studs.
Where red studs are used adjacent to chevron Where red studs are used adjacent to chevron
longitudinally relative to the red and amber studs. way slip roads and link roads). GREEN - to indicate a length of the edge of the markings, the spacing should be closed up to 3 m
advantage in offsetting the white lane line studs 9 m off side of a one-way road (including one- carriageway which may be crossed. Green centres.
at 18 m intervals. There may be some minor 1040.3. Amber studs are also used on the studs are used with markings to diagram
and amber studs are used, these are normally spaced road works, or the marking to diagram 1010 (see paras 4.29 and 4.30) at lay-bys 6.14 The standard 18 m spacing should be reduced
6.13 On dual carriageway roads where red, white reservation or to traffic cones or cylinders at and to mark the boundary of acceleration to 9 m on bends with a radius of curvature less than
adjacent to the edge of the central and deceleration lanes on the left hand 450 m, or on roads particularly prone to fog and mist
diagram 1010 in table 4-5 and para 10.11. hand edge of the running carriageway side of the carriageway. They must not be or where there is a severe dazzle problem caused by
in conjunction with continuous edge lines or with be crossed. It is used to indicate the right used in conjunction with Stop or Give Way glare from the headlamps of oncoming vehicles.
described in tables 4-1, 4-2 and 4-3, and studs used AMBER - to indicate a line of studs which should not transverse markings, or with diagram 1009.
studs used with centre lines and lane lines is At lane-drop junctions, and right turn
white lines is dealt with in para 5.11. The spacing of coloured red on both sides of the marking. lanes, (see figure 7-7) green studs are used ROAD STUDS AT CROSSINGS
6.12 The spacing of road studs used with double 1041.1, 1042 or 1042.1 they must be with the marking to diagram 1010 which
chevron markings to diagram 1041, demarcates the exit lane. 6.15 Road studs to diagram 1055.1 or 1055.2 used
STUD SPACING substituted). Where studs are used with to mark a crossing place must be coloured white,
lay-bys (where green studs are normally 6.10 On dual carriageway roads, amber studs placed silver or light grey (regulation 11(4)). They may not be
where traffic is permitted to cross, e.g. at adjacent to the central reservation may have red fitted with reflective lenses or with a steady or
use of temporary studs is described in Chapter 8. carriageway; studs are omitted at positions reflectors on the reverse for use when contra-flow intermittent light source, but may be formed from
the stud body must be fluorescent green / yellow. The the left hand edge of the running working is needed for road maintenance purposes. retroreflecting material. Although the Regulations
In the case of studs placed temporarily at road works, be crossed. It is used mainly to delineate permit the use of stainless steel, aluminium,
- to indicate a line of studs which should not RED 6.11 The colour of the road stud body may be: thermoplastic or paint products, some types of metal
(iv) any other neutral colour (including black). studs can be slippery when wet, and the potential risk
carriageway marking. (i) white, to two-wheeled traffic should be borne in mind.
(iii) a natural metallic finish, or WHITE - to indicate a traffic lane or centre of Similar considerations apply to the studs used at
(ii) the same as the reflectors or retroreflecting other types of pedestrian crossing.
material,
ROAD STUDS
43
44
7 MAJOR / MINOR JUNCTIONS

NOTE: The width should be increased to 150 mm if the road is 10 m or more in width with no ghost island.
SIMPLE JUNCTIONS 7.4 The through lane in each direction ((c) in
figure 7-2) should not be more than 3.65 m wide, (see note)
- - 7 9 3 6 Over 40 1004.1
7.1 Figure 7-1 illustrates the layout of simple exclusive of hard strips, nor less than 3 m. The 100
T-junctions. Guidance on the use of Give Way lines desirable width of the turning lane (d) is 3.5 m,
(see note) less
(diagram 1003) can be found in paras 3.14 to 3.23, although this may be reduced to 3 m (but see 5 7 - 6 2 4 1004
100 40 or
on warning lines (diagrams 1004 / 1004.1) in paras para 7.5). At urban junctions it can sometimes be
4.12 to 4.26 and on edge lines (diagrams 1009 and advantageous to use a wider turning lane, not 30 40 Over 40
1010) in paras 4.28 to 4.30. Table 7-1 gives details of exceeding 5 m. This provides some degree of shelter (m)
Speed limit (mph)
the warning line, road studs and the minimum in the centre of the road, helping vehicles turning if used (mph)
number of marks to be used where practicable. This right from the minor road to make the turn in two marks on each approach of studs (mm) (m) (m) limit No.
number may not always be achievable on the minor separate stages. On rural roads, with speeds above Minimum number of Spacing Width Gap Mark Speed Diag
road if this is narrow. 85 kph (50 mph), or where hard strips are present,
widths greater than 3.65 m are inadvisable because Table 7-1 Warning lines at major / minor junctions on single carriageway roads
wide ghost islands in these situations create a sense
GHOST ISLAND JUNCTIONS of space which could encourage overtaking at
hazardous locations. Where space is very limited, a paras 7.11 and 7.12 may be used.
7.2 Ghost island junctions are usually provided to reduced width may be unavoidable. In such cases the No through lane should be narrower than 3 m. Alternatively, double white lines as described in
afford right-turning vehicles some protection and width of ghost islands should not be less than 2.5 m, 30 mph, or the carriageway is less than 7.3 m wide. overtaking and to guide traffic through the junction.
assist free flow of major road through traffic. except as described in para 7.5. appropriate where the speed limit is more than given to the use of kerbed islands to prevent
conspicuous. However, this technique is not proves to be a problem, consideration should be
7.3 The use of ghost islands on unrestricted rural 7.5 On narrow urban roads it might not be possible right-turning vehicles and make the junction more right turns into and out of the minor road. Where this
single carriageway roads can sometimes pose safety to provide full width right-turning lanes. It might still 2.5 m. This can create space to help ahead traffic pass result in overtaking manoeuvres which conflict with
problems. Where overtaking opportunities on the be worth offsetting the main road centre line towards diagram 1040, even if the hatched width is less than carriageway, albeit with hatched markings, might
major road are limited, the presence of a widened the minor road and using hatched markings to the minor road and using hatched markings to major road are limited, the presence of a widened
carriageway, albeit with hatched markings, might diagram 1040, even if the hatched width is less than be worth offsetting the main road centre line towards problems. Where overtaking opportunities on the
result in overtaking manoeuvres which conflict with 2.5 m. This can create space to help ahead traffic pass to provide full width right-turning lanes. It might still single carriageway roads can sometimes pose safety
right turns into and out of the minor road. Where this right-turning vehicles and make the junction more 7.5 On narrow urban roads it might not be possible 7.3 The use of ghost islands on unrestricted rural
proves to be a problem, consideration should be conspicuous. However, this technique is not
given to the use of kerbed islands to prevent appropriate where the speed limit is more than except as described in para 7.5. assist free flow of major road through traffic.
overtaking and to guide traffic through the junction. 30 mph, or the carriageway is less than 7.3 m wide. width of ghost islands should not be less than 2.5 m, afford right-turning vehicles some protection and
Alternatively, double white lines as described in No through lane should be narrower than 3 m. reduced width may be unavoidable. In such cases the 7.2 Ghost island junctions are usually provided to
paras 7.11 and 7.12 may be used. hazardous locations. Where space is very limited, a
of space which could encourage overtaking at GHOST ISLAND JUNCTIONS
wide ghost islands in these situations create a sense
Table 7-1 Warning lines at major / minor junctions on single carriageway roads widths greater than 3.65 m are inadvisable because
85 kph (50 mph), or where hard strips are present, road if this is narrow.
Diag Speed Mark Gap Width Spacing Minimum number of separate stages. On rural roads, with speeds above number may not always be achievable on the minor
No. limit (m) (m) (mm) of studs marks on each approach right from the minor road to make the turn in two number of marks to be used where practicable. This
(mph) if used in the centre of the road, helping vehicles turning the warning line, road studs and the minimum
Speed limit (mph)
(m) exceeding 5 m. This provides some degree of shelter 1010) in paras 4.28 to 4.30. Table 7-1 gives details of
Over 40 40 30 advantageous to use a wider turning lane, not 4.12 to 4.26 and on edge lines (diagrams 1009 and
para 7.5). At urban junctions it can sometimes be on warning lines (diagrams 1004 / 1004.1) in paras
40 or 100
1004 4 2 6 - 7 5 although this may be reduced to 3 m (but see (diagram 1003) can be found in paras 3.14 to 3.23,
less (see note)
desirable width of the turning lane (d) is 3.5 m, T-junctions. Guidance on the use of Give Way lines
100 exclusive of hard strips, nor less than 3 m. The 7.1 Figure 7-1 illustrates the layout of simple
1004.1 Over 40 6 3 9 7 - -
(see note) figure 7-2) should not be more than 3.65 m wide,
7.4 The through lane in each direction ((c) in SIMPLE JUNCTIONS
NOTE: The width should be increased to 150 mm if the road is 10 m or more in width with no ghost island.
7 MAJOR / MINOR JUNCTIONS
44
45
MAJOR / MINOR JUNCTIONS
45
46
30 135 100 70 100 1 in 55 61 to 70

7.6 Central islands should normally be developed to (iv) direct taper length (e); this is the length
25 105 75 50 75 1 in 50 51 to 60
their maximum width symmetrically about the centre over which the width (d) of a right-
15 75 50 35 50 1 in 45 41 to 50
line of the major road using diagram 1040 at the turning lane is developed. It should be
10 50 30 25 30 1 in 40 31 to 40
tapers set out in table 7-2. introduced by means of a direct taper
5 25 25 25 25 1 in 40 Up to 30
which is part of the deceleration length.
7.7 The right turn lane is made up of the following Its length depends upon the traffic speed Over 4% 0-4% Over 4% 0-4%
elements (see figure 7-2): and can be found from table 7-2.
Down gradient Up gradient
(m) (mph) of centre line
(i) turning length (a); this allows long vehicles 7.8 At left / right staggered junctions (see figure 7-3), length (e) (m) speed either side
to position themselves correctly for the the deceleration lengths will overlap, but the width Direct taper Deceleration length (b) 85 percentile Taper
right turn. The turning length should be of the ghost island should not be increased to
10 m, measured from the centre line of the accommodate them. The starting points of the right Table 7-2 Ghost island dimensions
minor road irrespective of the type of turn lane should be joined by a straight line to
junction, design speed or gradient. Where diagram 1004 or 1004.1 over the direct taper length
capacity calculations indicate that for (which will be common to both right turn lanes).
significant periods of time there will be
vehicles queuing to turn right from the 7.9 Where the 85th percentile speed is 40 mph or
major road, the turning length should be more, two deflection arrows to diagram 1014 (see figures 5-2 and 5-3. (iii) lane widths (c) and (d) (see para 7.4), and
increased to allow for a reservoir queuing figure 13-6) should be used on each approach to a association with double white lines is shown in
length to accommodate them. Where this ghost island marking; they may also be used where continuous white line. The use of deflection arrows in table 7-2,
is necessary, consideration should be given the speed is lower. A third arrow may be used if the position of arrows relative to the start of a and gradient; its length can be found from
to providing physical islands to afford visibility is limited or if late overtaking is a problem. is equivalent to the distances in table 5-1 indicating the right turn lane depends upon speed
greater protection to turning traffic, The spacing depends on the speed limit in the same location of arrows in relation to the start of the taper (ii) deceleration length (b); this component of
manner as for double white lines (see para 5.15). The manner as for double white lines (see para 5.15). The
(ii) deceleration length (b); this component of location of arrows in relation to the start of the taper The spacing depends on the speed limit in the same greater protection to turning traffic,
the right turn lane depends upon speed is equivalent to the distances in table 5-1 indicating visibility is limited or if late overtaking is a problem. to providing physical islands to afford
and gradient; its length can be found from the position of arrows relative to the start of a the speed is lower. A third arrow may be used if is necessary, consideration should be given
table 7-2, continuous white line. The use of deflection arrows in ghost island marking; they may also be used where length to accommodate them. Where this
association with double white lines is shown in figure 13-6) should be used on each approach to a increased to allow for a reservoir queuing
(iii) lane widths (c) and (d) (see para 7.4), and figures 5-2 and 5-3. more, two deflection arrows to diagram 1014 (see major road, the turning length should be
7.9 Where the 85th percentile speed is 40 mph or vehicles queuing to turn right from the
significant periods of time there will be
(which will be common to both right turn lanes). capacity calculations indicate that for
diagram 1004 or 1004.1 over the direct taper length junction, design speed or gradient. Where
turn lane should be joined by a straight line to minor road irrespective of the type of
Table 7-2 Ghost island dimensions accommodate them. The starting points of the right 10 m, measured from the centre line of the
of the ghost island should not be increased to right turn. The turning length should be
85 percentile Taper Deceleration length (b) Direct taper the deceleration lengths will overlap, but the width to position themselves correctly for the
speed either side (m) length (e) 7.8 At left / right staggered junctions (see figure 7-3), turning length (a); this allows long vehicles (i)
(mph) of centre line (m)
Up gradient Down gradient
and can be found from table 7-2. elements (see figure 7-2):
0-4% Over 4% 0-4% Over 4% Its length depends upon the traffic speed 7.7 The right turn lane is made up of the following
which is part of the deceleration length.
Up to 30 1 in 40 25 25 25 25 5
introduced by means of a direct taper tapers set out in table 7-2.
31 to 40 1 in 40 30 25 30 50 10
turning lane is developed. It should be line of the major road using diagram 1040 at the
41 to 50 1 in 45 50 35 50 75 15
over which the width (d) of a right- their maximum width symmetrically about the centre
51 to 60 1 in 50 75 50 75 105 25
direct taper length (e); this is the length (iv) 7.6 Central islands should normally be developed to
61 to 70 1 in 55 100 70 100 135 30
46
47
47
48

continuous lines are placed on the side of the
uphill and downhill directions respectively. The
7.10 Lane indication arrows should be used as should be marked as shown in figures 7-5 and 7-6 for
follows: 7.12 A right turn lane on a road with a climbing lane
(i) bifurcation arrow to diagram 1039 at the the junction (see para 5.16).
start of the direct taper length, except where the double line recommences on either side of
where the right turn lane is less than 2.5 m required at the start of the double white line, but not
wide (see paras 7.5, 13.10 to 13.14, 14.7 figure 7-4. Deflection arrows to diagram 1014 are
and figure 13-6), right turn lane this should be marked as shown in
not necessary. However, where there is a dedicated
(ii) lane arrows to diagram 1038 (figure 13-1) which the line is placed. A gap in the line is therefore
should be placed as shown in figures 7-2 other road or private access joining the road along
and 7-3. Except in the case of a short right vehicles to cross the continuous line to enter any
turn lane for the left / right stagger, at least provide an exemption (regulation 26(6)) permitting
two arrows per lane should be provided and discourage encroachment. The Regulations
whenever possible, the last being opposite under the hatched marking to improve conspicuity
the minor road entry. A right turn arrow of the junction. Coloured surfacing may be used
should not be used in the ahead lane, as should not be extended beyond the immediate area
traffic does not turn from that lane. The 4 m Unless the visibility criteria are satisfied, the lines
arrow should be used for speed limits up to The lines must not be splayed over a greater width.
40 mph and the 6 m arrow for 50 and maximum width of the former marking is 1200 mm.
60 mph limits. requirements are not met (but see para 5.7). The
1013.1 and 1013.3, even where the usual visibility
7.11 To discourage overtaking on the immediate be provided as shown in figure 7-4 using diagrams
approach to a right turn lane, double white lines may approach to a right turn lane, double white lines may
be provided as shown in figure 7-4 using diagrams 7.11 To discourage overtaking on the immediate
1013.1 and 1013.3, even where the usual visibility
requirements are not met (but see para 5.7). The 60 mph limits.
maximum width of the former marking is 1200 mm. 40 mph and the 6 m arrow for 50 and
The lines must not be splayed over a greater width. arrow should be used for speed limits up to
Unless the visibility criteria are satisfied, the lines traffic does not turn from that lane. The 4 m
should not be extended beyond the immediate area should not be used in the ahead lane, as
of the junction. Coloured surfacing may be used the minor road entry. A right turn arrow
under the hatched marking to improve conspicuity whenever possible, the last being opposite
and discourage encroachment. The Regulations two arrows per lane should be provided
provide an exemption (regulation 26(6)) permitting turn lane for the left / right stagger, at least
vehicles to cross the continuous line to enter any and 7-3. Except in the case of a short right
other road or private access joining the road along should be placed as shown in figures 7-2
which the line is placed. A gap in the line is therefore (ii) lane arrows to diagram 1038 (figure 13-1)
not necessary. However, where there is a dedicated
right turn lane this should be marked as shown in and figure 13-6),
figure 7-4. Deflection arrows to diagram 1014 are wide (see paras 7.5, 13.10 to 13.14, 14.7
required at the start of the double white line, but not where the right turn lane is less than 2.5 m
where the double line recommences on either side of start of the direct taper length, except
the junction (see para 5.16). bifurcation arrow to diagram 1039 at the (i)
7.12 A right turn lane on a road with a climbing lane follows:

should be marked as shown in figures 7-5 and 7-6 for 7.10 Lane indication arrows should be used as
uphill and downhill directions respectively. The
continuous lines are placed on the side of the
48
49
49
50
hatching that maximises protection for vehicles using

the right turn lane, except that where such vehicles
are travelling uphill, the continuous lines are on the
side that discourages downhill overtaking.
DUAL CARRIAGEWAY JUNCTIONS parallel queuing of cars in this area.

should help to reduce uncertainty and discourage
7.13 The standard layout for right turns on dual marked to provide a priority arrangement. This
carriageway roads is shown in figure 7-7. The 7.17 The central reservation opening should be
through lanes should maintain their width, and be
separated from the right turn lane by a line to shown in figure 7-8.
diagram 1010, with a width of 100 mm for a speed and hatched areas by the use of coloured surfacing as
limit of 40 mph or less, 150 mm for 50 or 60 mph and discouraged from encroaching onto the hard strips
200 mm for 70 mph (see table 4-5). normally be 1.0 m wide. Motor vehicles can be
be 4.0 m wide, exclusive of hard strips which will
7.14 The lane line through a dual carriageway road figure 7-8), the through lane in each direction should
junction should be formed of a warning line (to 7.16 At single lane dual carriageway junctions (see
diagram 1004 or 1004.1 as appropriate) in each
carriageway as indicated in figure 7-7. SINGLE LANE DUALLING
7.15 For guidance on determining the appropriate

length of right turn lanes see para 7.7. For details of section 10.
the markings used at grade separated junctions see the markings used at grade separated junctions see
section 10. length of right turn lanes see para 7.7. For details of
7.15 For guidance on determining the appropriate
SINGLE LANE DUALLING carriageway as indicated in figure 7-7.

diagram 1004 or 1004.1 as appropriate) in each
7.16 At single lane dual carriageway junctions (see junction should be formed of a warning line (to
figure 7-8), the through lane in each direction should 7.14 The lane line through a dual carriageway road
be 4.0 m wide, exclusive of hard strips which will
normally be 1.0 m wide. Motor vehicles can be 200 mm for 70 mph (see table 4-5).
discouraged from encroaching onto the hard strips limit of 40 mph or less, 150 mm for 50 or 60 mph and
and hatched areas by the use of coloured surfacing as diagram 1010, with a width of 100 mm for a speed
shown in figure 7-8. separated from the right turn lane by a line to
through lanes should maintain their width, and be
7.17 The central reservation opening should be carriageway roads is shown in figure 7-7. The
marked to provide a priority arrangement. This 7.13 The standard layout for right turns on dual
should help to reduce uncertainty and discourage
parallel queuing of cars in this area. DUAL CARRIAGEWAY JUNCTIONS
side that discourages downhill overtaking.

are travelling uphill, the continuous lines are on the
the right turn lane, except that where such vehicles
hatching that maximises protection for vehicles using
50
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8 ROUNDABOUTS
GENERAL mini, double and signalled. These are discussed in

the following paragraphs: described as conventional (“normal” in TD 16 / 93),
8.1 The general rule governing the behaviour of extra lane for right-turning traffic. 8.5 The main kinds of roundabouts in use are
traffic at roundabouts is that drivers should give way (i) conventional roundabout (see paras 8.7 extra lane, but widening on the off side provides an
to any traffic on their immediate right unless road to 8.9), will be the near side lane that widens to provide the controlled in order to increase deflection.
markings indicate otherwise. This is implemented by traffic and sufficient exit lanes to clear it. Normally it vehicle paths are determined, and how they may be
the provision of an advisory Give Way line (see (ii) mini-roundabout (see paras 8.10 to 8.17), circulating width in the roundabout to accept the for Roads and Bridges (see para 1.4) shows how
paras 8.8 and 8.15) across the entry arm of a will increase capacity only if there is sufficient speeds. TD 16 / 93 in Volume 6 of the Design Manual
roundabout. (iii) double roundabout (see paras 8.18 increased where there is room to do so. Extra lanes deflection through a roundabout to limit vehicle
and 8.19), and 8.9 The number of lanes on the approach should be 8.4 It is important to provide adequate vehicular
8.2 At all roundabouts (except those controlled by
traffic signals for 24 hours per day, see paras 8.20 (iv) signalled roundabout (see paras 8.20 diameter. (see figure 8-1).
and 8.21) the appropriate prescribed Give Way line and 8.21). a small central island, up to approximately 4 m in the taper, nor less than 3 m wide at the Give Way line
should be laid at each entry and should connect the 1003.3 should be adopted when the roundabout has no lane should be less than 2 m wide at the start of
central warning line, deflection island or central 8.6 Other features used include lane markings in the limit is greater than 40 mph. The marking to diagram by marking the lanes as early as possible. However,
reservation to the near side kerb approximately circulating area (see paras 8.22 to 8.29), lane limit is 40 mph or less and the 300 mm size where the lanes provided, drivers should be made aware of this
following the line of the inscribed circle. This allows destination markings and arrows (see paras 8.30 used; the 200 mm wide line at sites where the speed widened on the approach to a roundabout and extra
vehicles in the near side lane to be positioned further to 8.33) and segregated left turn lanes (see 8.8 The Give Way marking to diagram 1003.1 is available to receive it. Where the carriageway is
into the roundabout than those in the off side lane, paras 8.34 to 8.38). avoid releasing too much traffic for the space
improving visibility to the right. traffic and ensure adequate deflection. circulating traffic. However, care should be taken to
figure 8-1). Physical splitter islands are used to guide ensure that maximum use is made of gaps in the
8.3 Centre lines and, where provided, lane lines on CONVENTIONAL ROUNDABOUTS approaches to allow multiple vehicle entry (see to the Give Way line should be increased. This will
the approach to roundabouts should be replaced by around a kerbed central island, often with flared Where possible the number of lanes on the approach
warning lines (see paras 4.9, 4.24 and table 4-3). 8.7 These have a one-way circulatory carriageway 8.7 These have a one-way circulatory carriageway warning lines (see paras 4.9, 4.24 and table 4-3).
Where possible the number of lanes on the approach around a kerbed central island, often with flared the approach to roundabouts should be replaced by
to the Give Way line should be increased. This will approaches to allow multiple vehicle entry (see CONVENTIONAL ROUNDABOUTS 8.3 Centre lines and, where provided, lane lines on
ensure that maximum use is made of gaps in the figure 8-1). Physical splitter islands are used to guide
circulating traffic. However, care should be taken to traffic and ensure adequate deflection. improving visibility to the right.
avoid releasing too much traffic for the space paras 8.34 to 8.38). into the roundabout than those in the off side lane,
available to receive it. Where the carriageway is 8.8 The Give Way marking to diagram 1003.1 is to 8.33) and segregated left turn lanes (see vehicles in the near side lane to be positioned further
widened on the approach to a roundabout and extra used; the 200 mm wide line at sites where the speed destination markings and arrows (see paras 8.30 following the line of the inscribed circle. This allows
lanes provided, drivers should be made aware of this limit is 40 mph or less and the 300 mm size where the circulating area (see paras 8.22 to 8.29), lane reservation to the near side kerb approximately
by marking the lanes as early as possible. However, limit is greater than 40 mph. The marking to diagram 8.6 Other features used include lane markings in the central warning line, deflection island or central
no lane should be less than 2 m wide at the start of 1003.3 should be adopted when the roundabout has should be laid at each entry and should connect the
the taper, nor less than 3 m wide at the Give Way line a small central island, up to approximately 4 m in and 8.21). and 8.21) the appropriate prescribed Give Way line
(see figure 8-1). diameter. (iv) signalled roundabout (see paras 8.20 traffic signals for 24 hours per day, see paras 8.20
8.2 At all roundabouts (except those controlled by
8.4 It is important to provide adequate vehicular 8.9 The number of lanes on the approach should be and 8.19), and
deflection through a roundabout to limit vehicle increased where there is room to do so. Extra lanes (iii) double roundabout (see paras 8.18 roundabout.
speeds. TD 16 / 93 in Volume 6 of the Design Manual will increase capacity only if there is sufficient paras 8.8 and 8.15) across the entry arm of a
for Roads and Bridges (see para 1.4) shows how circulating width in the roundabout to accept the (ii) mini-roundabout (see paras 8.10 to 8.17), the provision of an advisory Give Way line (see
vehicle paths are determined, and how they may be traffic and sufficient exit lanes to clear it. Normally it markings indicate otherwise. This is implemented by
controlled in order to increase deflection. will be the near side lane that widens to provide the to 8.9), to any traffic on their immediate right unless road
extra lane, but widening on the off side provides an conventional roundabout (see paras 8.7 (i) traffic at roundabouts is that drivers should give way
8.5 The main kinds of roundabouts in use are extra lane for right-turning traffic. 8.1 The general rule governing the behaviour of
described as conventional (“normal” in TD 16 / 93), the following paragraphs:
mini, double and signalled. These are discussed in GENERAL
8 ROUNDABOUTS
52
53
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ROUNDABOUTS
53
54
ROUNDABOUTS
MINI-ROUNDABOUTS 8.14 The central disc of the mini-roundabout marking to diagram 1003 (see figure 8-3).
marking may be domed up to a maximum height accompanied by diagram 1023 and by the Give Way diagram 1040.
8.10 Mini-roundabouts can be very effective in of 125 mm (regulation 32(2)(c)), but must not way junction. When diagram 602 is used, it must be line on the approach with a hatched marking to
improving existing urban junctions which experience exceed 6 mm at the perimeter. This will increase the on the stem of a T-junction or on any arm of a four- enhanced by replacing the normal central warning
safety and side road delay problems, and can often conspicuity of the roundabout, particularly in wet to traffic from the left as well as from the right, e.g. increased to 4.45 m. Conspicuity may be further
be installed with minimal alterations to kerbs etc. weather. However, research evidence indicates that used where it could confuse drivers into giving way with the length of the arrows correspondingly
They have a one-way circulatory carriageway around accident rates at domed roundabouts are slightly diagram 611.1. The GIVE WAY sign should not be marking should be increased to a maximum of 10 m,
a flush or slightly raised central disc, with or without higher than at flush roundabouts, although the mounted on the same post and above the sign to is very large, the diameter of the circulatory arrow
flared approaches. Three arrows around the central accident severity is less. The dome may be formed in mandatory GIVE WAY sign to diagram 602 may be maximum of 4 m should be used. If the junction area
disc indicate the direction of circulation. The marking bituminous or other suitable material, but the surface Give Way line (diagram 1003.3). In such cases, the central marking is necessary, a larger disc, up to a
(diagram 1003.4) carries no street furniture, and may must be coloured white and be retroreflective. approach speed, disregard the standard advisory added around the central disc. If a more conspicuous
be overrun by large vehicles if necessary. traffic entering the roundabout might, because of its 8.13 In no circumstances may annular rings be
8.15 The standard Give Way marking used at mini- 8.17 Where suitable deflection cannot be achieved,
8.11 The layout should be designed so that drivers roundabouts is diagram 1003.3. When used at mini- result in excessive maintenance costs.
are made aware in good time that they are roundabouts, it must be accompanied by the upright are low. confusing, or where frequent overrunning would
approaching a roundabout. Mini-roundabouts should sign to diagram 611.1 and may be accompanied by However, this may be acceptable if approach speeds a part of the carriageway space and might be
be used only when all approaches are subject to a diagram 1023. In certain circumstances the Give Way practicable to achieve the ideal amount of deflection. where the marking would otherwise occupy too large
speed limit of 30 mph or less. Their use on roads with marking to diagram 1003 may be used (see para 8.17 converted to a mini-roundabout, it may not be range may be adequate at more constricted sites
a higher speed limit is not recommended as it is and figure 8-3). Diagram 611.1 will normally be sited essential signs. Where an existing junction is being and deter straight through movement. The smaller
seldom possible to achieve adequate deflection and about 1.5 m in advance of the Give Way marking. furniture except the “keep left” bollards and other wherever it is needed to provide adequate deflection
the marking may not be sufficiently conspicuous at This might have to be increased if the sign would not often help. Physical islands should be kept free of all conspicuity. The larger range should be used
higher speeds. otherwise be clearly visible. approaches; hatched markings to diagram 1040 can depend on the road space available and the need for
placed so as to ensure some vehicle deflection on the roundabout marking (see figure 8-2); the choice will
8.12 Two size ranges are prescribed for the mini- 8.16 Road markings or small traffic islands should be 8.16 Road markings or small traffic islands should be 8.12 Two size ranges are prescribed for the mini-
roundabout marking (see figure 8-2); the choice will placed so as to ensure some vehicle deflection on the
depend on the road space available and the need for approaches; hatched markings to diagram 1040 can otherwise be clearly visible. higher speeds.
conspicuity. The larger range should be used often help. Physical islands should be kept free of all This might have to be increased if the sign would not the marking may not be sufficiently conspicuous at
wherever it is needed to provide adequate deflection furniture except the “keep left” bollards and other about 1.5 m in advance of the Give Way marking. seldom possible to achieve adequate deflection and
and deter straight through movement. The smaller essential signs. Where an existing junction is being and figure 8-3). Diagram 611.1 will normally be sited a higher speed limit is not recommended as it is
range may be adequate at more constricted sites converted to a mini-roundabout, it may not be marking to diagram 1003 may be used (see para 8.17 speed limit of 30 mph or less. Their use on roads with
where the marking would otherwise occupy too large practicable to achieve the ideal amount of deflection. diagram 1023. In certain circumstances the Give Way be used only when all approaches are subject to a
a part of the carriageway space and might be However, this may be acceptable if approach speeds sign to diagram 611.1 and may be accompanied by approaching a roundabout. Mini-roundabouts should
confusing, or where frequent overrunning would are low. roundabouts, it must be accompanied by the upright are made aware in good time that they are
result in excessive maintenance costs. roundabouts is diagram 1003.3. When used at mini- 8.11 The layout should be designed so that drivers
8.17 Where suitable deflection cannot be achieved, 8.15 The standard Give Way marking used at mini-
8.13 In no circumstances may annular rings be traffic entering the roundabout might, because of its be overrun by large vehicles if necessary.
added around the central disc. If a more conspicuous approach speed, disregard the standard advisory must be coloured white and be retroreflective. (diagram 1003.4) carries no street furniture, and may
central marking is necessary, a larger disc, up to a Give Way line (diagram 1003.3). In such cases, the bituminous or other suitable material, but the surface disc indicate the direction of circulation. The marking
maximum of 4 m should be used. If the junction area mandatory GIVE WAY sign to diagram 602 may be accident severity is less. The dome may be formed in flared approaches. Three arrows around the central
is very large, the diameter of the circulatory arrow mounted on the same post and above the sign to higher than at flush roundabouts, although the a flush or slightly raised central disc, with or without
marking should be increased to a maximum of 10 m, diagram 611.1. The GIVE WAY sign should not be accident rates at domed roundabouts are slightly They have a one-way circulatory carriageway around
with the length of the arrows correspondingly used where it could confuse drivers into giving way weather. However, research evidence indicates that be installed with minimal alterations to kerbs etc.
increased to 4.45 m. Conspicuity may be further to traffic from the left as well as from the right, e.g. conspicuity of the roundabout, particularly in wet safety and side road delay problems, and can often
enhanced by replacing the normal central warning on the stem of a T-junction or on any arm of a four- exceed 6 mm at the perimeter. This will increase the improving existing urban junctions which experience
line on the approach with a hatched marking to way junction. When diagram 602 is used, it must be of 125 mm (regulation 32(2)(c)), but must not 8.10 Mini-roundabouts can be very effective in
diagram 1040. accompanied by diagram 1023 and by the Give Way marking may be domed up to a maximum height
marking to diagram 1003 (see figure 8-3). 8.14 The central disc of the mini-roundabout MINI-ROUNDABOUTS
ROUNDABOUTS
54
55
ROUNDABOUTS
ROUNDABOUTS
55
56
ROUNDABOUTS
the central island. roundabout and the level of gap acceptance of

DOUBLE ROUNDABOUTS drivers joining it. They can also reduce the following drivers in the off side entry lane being forced towards improving both the use of road space on the
types of accidents on roundabouts: around the junction, and reduce the likelihood of 8.23 Lane markings can increase capacity by
8.18 These junctions have two conventional or mini- drivers with clearly defined lanes within which to pass
roundabouts either contiguous or connected by a (i) side-to-side collisions on the circulating assist on wide circulatory carriageways by presenting Bridges, Volume 6, (see para 1.4).
central link road or kerbed island (see figure 8-4). carriageway, the circulatory carriageway is interrupted. They can Note TA 78 / 97 in the Design Manual for Roads and
Conventional and mini-roundabouts should not be concentric markings in that their continuity around roundabouts. Further details may be found in Advice
mixed at the same junction. (ii) drivers being forced onto the central island, 8.27 Partial concentric markings differ from traffic and indicate which lane to use at and through
and 8.22 Road markings may be used to channelise
8.19 Double roundabouts may offer an effective lanes.
means of dealing with turning movements at (iii) collisions between entering and circulating drivers to enter and circulate in two or more adjacent LANE MARKINGS IN THE CIRCULATING AREA
asymmetrical junctions, those with a stagger, or vehicles. around the circulatory carriageway encouraging
junctions with high opposing right turn flows. 8.26 Concentric markings trace a complete path
8.24 Markings should be designed to create flowing Secretary of State (see para 2.1).
paths around the junction for all movements, (iv) spiral markings (see paras 8.29). only with the written approval of the
SIGNALLED ROUNDABOUTS avoiding sharp turns and providing a smooth nearly so, the former may be omitted, but
alignment between entry and exit markings. Lane and Stop and Give Way lines are coincident, or
8.20 These have traffic signals in use on one or more markings are always provided when the roundabout (iii) concentric-spiral markings (see para 8.28), 1003.1. If the entry angle is such that the
of the approach arms for part or all of the day. is under signal control. The route through the 1001 and Give Way line to diagram
junction should be designed to avoid lane changing (ii) partial concentric markings (see para 8.27), (ii) part time signals - Stop line to diagram
8.21 Where signals are used, traffic signal stop lines on the immediate approach to a stop line.
should be laid on the main circulating carriageway, concentric markings (see para 8.26), (i) 1001, or
approximately at right angles to the carriageway 8.25 There are four basic configurations of road full time signals - Stop line to diagram (i)
edge. The approach road should be marked as markings which may be used on the circulatory and 1040.4. These are summarised below:
follows: carriageway, making use of diagrams 1004 / 1004.1 carriageway, making use of diagrams 1004 / 1004.1 follows:
and 1040.4. These are summarised below: markings which may be used on the circulatory edge. The approach road should be marked as
(i) full time signals - Stop line to diagram 8.25 There are four basic configurations of road approximately at right angles to the carriageway
1001, or (i) concentric markings (see para 8.26), should be laid on the main circulating carriageway,
on the immediate approach to a stop line. 8.21 Where signals are used, traffic signal stop lines
(ii) part time signals - Stop line to diagram (ii) partial concentric markings (see para 8.27), junction should be designed to avoid lane changing
1001 and Give Way line to diagram is under signal control. The route through the of the approach arms for part or all of the day.
1003.1. If the entry angle is such that the (iii) concentric-spiral markings (see para 8.28), markings are always provided when the roundabout 8.20 These have traffic signals in use on one or more
Stop and Give Way lines are coincident, or and alignment between entry and exit markings. Lane
nearly so, the former may be omitted, but avoiding sharp turns and providing a smooth SIGNALLED ROUNDABOUTS
only with the written approval of the (iv) spiral markings (see paras 8.29). paths around the junction for all movements,
Secretary of State (see para 2.1). 8.24 Markings should be designed to create flowing
8.26 Concentric markings trace a complete path junctions with high opposing right turn flows.
around the circulatory carriageway encouraging vehicles. asymmetrical junctions, those with a stagger, or
LANE MARKINGS IN THE CIRCULATING AREA drivers to enter and circulate in two or more adjacent (iii) collisions between entering and circulating means of dealing with turning movements at
lanes. 8.19 Double roundabouts may offer an effective
8.22 Road markings may be used to channelise and
traffic and indicate which lane to use at and through 8.27 Partial concentric markings differ from (ii) drivers being forced onto the central island, mixed at the same junction.
roundabouts. Further details may be found in Advice concentric markings in that their continuity around Conventional and mini-roundabouts should not be
Note TA 78 / 97 in the Design Manual for Roads and the circulatory carriageway is interrupted. They can carriageway, central link road or kerbed island (see figure 8-4).
Bridges, Volume 6, (see para 1.4). assist on wide circulatory carriageways by presenting side-to-side collisions on the circulating (i) roundabouts either contiguous or connected by a
drivers with clearly defined lanes within which to pass 8.18 These junctions have two conventional or mini-
8.23 Lane markings can increase capacity by around the junction, and reduce the likelihood of types of accidents on roundabouts:
improving both the use of road space on the drivers in the off side entry lane being forced towards drivers joining it. They can also reduce the following DOUBLE ROUNDABOUTS
roundabout and the level of gap acceptance of the central island.
ROUNDABOUTS
56
57
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ROUNDABOUTS
57
58
ROUNDABOUTS
should be guided to a safer crossing point using repeated on roundabout circulatory carriageways
8.28 Concentric-spiral markings are similar to when they have been used on the entries. They help markings. If pedestrians are likely to be present, they 8.33 Lane arrows and destinations will usually be
concentric markings except that the outermost drivers to identify the correct lane as early as possible cross left turn lanes segregated only by road
circulating lane or lanes guide traffic to the next exit and are particularly important if the lane is dedicated carefully. Pedestrians should never be expected to with the markings.
by means of a lane drop. This is effected by running to a specific exit. They should also be used on the pedestrians might cross should be considered upright signs. The latter of course must be consistent
the circulatory markings directly into the existing road main carriageway of gyratory systems, i.e. large 8.36 The use of these lanes in urban areas where proper advance warning either by road markings or
markings on that exit. They help to reduce conflicts roundabouts formed of a series of one-way roads. safer, but will be successful only if drivers are given
between vehicles at the exits where more than one Left turn arrows should not be used on the circulatory This might be especially hazardous for cyclists. may increase the capacity of a roundabout or make it
exit lane is provided, and can be used with any area immediately in advance of a point where a slip problems, particularly if there is an uphill gradient. circulatory markings (see paras 8.22 to 8.29). This
number of circulating lanes. road enters from the left. This can confuse some differential speeds in adjacent lanes could cause multiple lane signalled roundabouts, and those with
drivers into turning left prematurely and travelling the heavy goods vehicles leaving the roundabout, the approach to and in the circulating areas of
8.29 Spiral markings are more appropriate on larger wrong way along a dual carriageway. An ahead vehicles and there is a high proportion of cyclists or 8.32 Lane destinations and arrows may be used on
roundabouts and involve a series of lane-gains and arrow may be used at this point, followed by a left 8.35 If the left-turners are predominantly light
lane-drops around the circulatory carriageway so that turn arrow beyond the entering road. vehicle is in the circulatory carriageway.
drivers enter in the lane appropriate for their desired Roads and Bridges (see para 1.4). should be associated with an ahead arrow until the
exit and follow that lane around the roundabout to TD51 / 03 in Volume 6 of the Design Manual for hand lane is dedicated to a specific destination, this
be led off at the exit. SEGREGATED LEFT TURN LANES liable to abuse. Further guidance may be found in drivers used to driving on the right. Where a right
more common but may be less effective because it is roundabout, particularly as they can mislead overseas
8.34 Segregated left turn lanes reduce conflict the roundabout. Segregation by road markings is approach lanes to a roundabout, other than a mini-
LANE DESTINATION MARKINGS AND ARROWS between vehicles turning left at the first exit and without having to give way to others circulating on 8.31 Right turn arrows are best avoided on the
those already circulating (see figure 8-5). The paras 5.43 and 5.44). Left turning vehicles proceed
8.30 Lane destination markings and arrows to segregation may be effected by road markings to 2118 or its primary route equivalent (see Chapter 7, adversely affect the capacity of the roundabout.
diagrams 1035 and 1038 (see paras 13.1 to 13.5), diagram 1041.1 or 1042.1, or by a physical island, in supplemented by advance direction signs to diagram inappropriately, as the reduction in flexibility may
may be justified where turning flows are consistently conjunction with the marking to diagram 1041 hand lane using lane arrows and road markings, needed to ensure that such markings are not used
heavy throughout the day. Careful judgement is or 1042. Left turners are channelled into the left or 1042. Left turners are channelled into the left heavy throughout the day. Careful judgement is
needed to ensure that such markings are not used hand lane using lane arrows and road markings, conjunction with the marking to diagram 1041 may be justified where turning flows are consistently
inappropriately, as the reduction in flexibility may supplemented by advance direction signs to diagram diagram 1041.1 or 1042.1, or by a physical island, in diagrams 1035 and 1038 (see paras 13.1 to 13.5),
adversely affect the capacity of the roundabout. 2118 or its primary route equivalent (see Chapter 7, segregation may be effected by road markings to 8.30 Lane destination markings and arrows to
paras 5.43 and 5.44). Left turning vehicles proceed those already circulating (see figure 8-5). The
8.31 Right turn arrows are best avoided on the without having to give way to others circulating on between vehicles turning left at the first exit and LANE DESTINATION MARKINGS AND ARROWS
approach lanes to a roundabout, other than a mini- the roundabout. Segregation by road markings is 8.34 Segregated left turn lanes reduce conflict
roundabout, particularly as they can mislead overseas more common but may be less effective because it is
drivers used to driving on the right. Where a right liable to abuse. Further guidance may be found in SEGREGATED LEFT TURN LANES be led off at the exit.
hand lane is dedicated to a specific destination, this TD51 / 03 in Volume 6 of the Design Manual for exit and follow that lane around the roundabout to
should be associated with an ahead arrow until the Roads and Bridges (see para 1.4). drivers enter in the lane appropriate for their desired
vehicle is in the circulatory carriageway. turn arrow beyond the entering road. lane-drops around the circulatory carriageway so that
8.35 If the left-turners are predominantly light arrow may be used at this point, followed by a left roundabouts and involve a series of lane-gains and
8.32 Lane destinations and arrows may be used on vehicles and there is a high proportion of cyclists or wrong way along a dual carriageway. An ahead 8.29 Spiral markings are more appropriate on larger
the approach to and in the circulating areas of heavy goods vehicles leaving the roundabout, drivers into turning left prematurely and travelling the
multiple lane signalled roundabouts, and those with differential speeds in adjacent lanes could cause road enters from the left. This can confuse some number of circulating lanes.
circulatory markings (see paras 8.22 to 8.29). This problems, particularly if there is an uphill gradient. area immediately in advance of a point where a slip exit lane is provided, and can be used with any
may increase the capacity of a roundabout or make it This might be especially hazardous for cyclists. Left turn arrows should not be used on the circulatory between vehicles at the exits where more than one
safer, but will be successful only if drivers are given roundabouts formed of a series of one-way roads. markings on that exit. They help to reduce conflicts
proper advance warning either by road markings or 8.36 The use of these lanes in urban areas where main carriageway of gyratory systems, i.e. large the circulatory markings directly into the existing road
upright signs. The latter of course must be consistent pedestrians might cross should be considered to a specific exit. They should also be used on the by means of a lane drop. This is effected by running
with the markings. carefully. Pedestrians should never be expected to and are particularly important if the lane is dedicated circulating lane or lanes guide traffic to the next exit
cross left turn lanes segregated only by road drivers to identify the correct lane as early as possible concentric markings except that the outermost
8.33 Lane arrows and destinations will usually be markings. If pedestrians are likely to be present, they when they have been used on the entries. They help 8.28 Concentric-spiral markings are similar to
repeated on roundabout circulatory carriageways should be guided to a safer crossing point using
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59
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the roundabout is controlled by signals at all times. guard rail or suitable planting. If this is not possible,
markings may however be used where traffic entering segregation should be effected by a physical island of
drivers entering the roundabout. Yellow box sufficient width to accommodate the peak number of
(whose exit might not be blocked) from the view of pedestrians.
lawfully continuing to circulate on the inner lanes
stopped in an outer lane might obscure vehicles 8.37 Segregated left turn lanes may encourage
when the exit is clear again. Moreover, a vehicle higher speeds; any desirable speed reduction
to be uncertainty over re-establishing right of way measures should be applied before entry to the lane
releasing the flow of entering vehicles, there is likely and not within it. Where the proportion of large
obstructing the box when its exit is blocked, thereby goods vehicles is high, it should be ensured that the
has priority over those entering. If it stops to avoid lane width is sufficient to accommodate the swept
on roundabouts. This is because a circulating vehicle paths of larger vehicles, especially where physical
markings (see section 12) at unsignalled intersections segregation is provided. Where few such vehicles are
8.39 Direction 35 prohibits the use of yellow box expected, the lane may be reduced to 3.5 m in width,
or exceptionally to an absolute minimum of 3.3 m.
YELLOW BOX MARKINGS Where road markings to diagram 1041.1 or 1042.1
are used to create the lane segregation, the overall
width of the marking should normally be at least 1 m.
segregated part of the approach. Where reflecting road studs are used, these must be
roundabout in the normal way by using the non- red (see para 6.9).
prevent vehicles from making a left turn at the
segregation is introduced, the design should not 8.38 When segregation is achieved using road
not be prevented from passing. Where physical markings alone, no special allowance needs to be
made for broken-down vehicles, as other traffic will made for broken-down vehicles, as other traffic will
markings alone, no special allowance needs to be not be prevented from passing. Where physical
8.38 When segregation is achieved using road segregation is introduced, the design should not
prevent vehicles from making a left turn at the
red (see para 6.9). roundabout in the normal way by using the non-
Where reflecting road studs are used, these must be segregated part of the approach.
width of the marking should normally be at least 1 m.
are used to create the lane segregation, the overall
Where road markings to diagram 1041.1 or 1042.1 YELLOW BOX MARKINGS
or exceptionally to an absolute minimum of 3.3 m.
expected, the lane may be reduced to 3.5 m in width, 8.39 Direction 35 prohibits the use of yellow box
segregation is provided. Where few such vehicles are markings (see section 12) at unsignalled intersections
paths of larger vehicles, especially where physical on roundabouts. This is because a circulating vehicle
lane width is sufficient to accommodate the swept has priority over those entering. If it stops to avoid
goods vehicles is high, it should be ensured that the obstructing the box when its exit is blocked, thereby
and not within it. Where the proportion of large releasing the flow of entering vehicles, there is likely
measures should be applied before entry to the lane to be uncertainty over re-establishing right of way
higher speeds; any desirable speed reduction when the exit is clear again. Moreover, a vehicle
8.37 Segregated left turn lanes may encourage stopped in an outer lane might obscure vehicles
lawfully continuing to circulate on the inner lanes
pedestrians. (whose exit might not be blocked) from the view of
sufficient width to accommodate the peak number of drivers entering the roundabout. Yellow box
segregation should be effected by a physical island of markings may however be used where traffic entering
guard rail or suitable planting. If this is not possible, the roundabout is controlled by signals at all times.
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60
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61
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8.40 Although the Directions do not prohibit the use

of the KEEP CLEAR marking (diagram 1026) on
roundabouts, there are still the potential problems of
obscuration of sight lines and re-establishing
crossing immediately before the roundabout. priorities. These risks should be assessed carefully
be confused by a green signal at a pedestrian when considering whether the marking might help
uncertainty about priorities, e.g. where drivers might resolve exit blocking problems.
direction 34(1)), where there might otherwise be
in conjunction with upright signs to diagram 602, see
be used at conventional roundabouts (although only YELLOW BAR MARKINGS
8.44 Give Way markings to diagram 1003 may also
8.41 For details of the use of yellow bar markings on
GIVE WAY signs to diagram 602 as shown. the approach to a roundabout see section 11.
should be reinforced by the provision of two upright
entry of the priority road. The Give Way markings
circulating area of the roundabout at the point of SPECIAL CASES
(diagrams 1003 and 1023) must be laid across the
mandatory Give Way lines and triangle marking 8.42 It is sometimes expedient to give traffic from
practicable, the layout in figure 8-6 may be used. The one arm of a roundabout priority over traffic already
8.43 Where signalling the roundabout is not circulating. This might be necessary if the layout is
unusual or there is a heavily dominant flow, but is
signal control may be a better option. likely to be more appropriate on urban roads, where
it can be confusing and potentially dangerous. Traffic speeds are lower, than in rural areas. As such a layout
operates contrary to the conventional Give Way rule, operates contrary to the conventional Give Way rule,
speeds are lower, than in rural areas. As such a layout it can be confusing and potentially dangerous. Traffic
likely to be more appropriate on urban roads, where signal control may be a better option.
unusual or there is a heavily dominant flow, but is
circulating. This might be necessary if the layout is 8.43 Where signalling the roundabout is not
one arm of a roundabout priority over traffic already practicable, the layout in figure 8-6 may be used. The
8.42 It is sometimes expedient to give traffic from mandatory Give Way lines and triangle marking
(diagrams 1003 and 1023) must be laid across the
SPECIAL CASES circulating area of the roundabout at the point of
entry of the priority road. The Give Way markings
should be reinforced by the provision of two upright
the approach to a roundabout see section 11. GIVE WAY signs to diagram 602 as shown.
8.41 For details of the use of yellow bar markings on
8.44 Give Way markings to diagram 1003 may also
YELLOW BAR MARKINGS be used at conventional roundabouts (although only
in conjunction with upright signs to diagram 602, see
direction 34(1)), where there might otherwise be
resolve exit blocking problems. uncertainty about priorities, e.g. where drivers might
when considering whether the marking might help be confused by a green signal at a pedestrian
priorities. These risks should be assessed carefully crossing immediately before the roundabout.
obscuration of sight lines and re-establishing
roundabouts, there are still the potential problems of
of the KEEP CLEAR marking (diagram 1026) on
8.40 Although the Directions do not prohibit the use
ROUNDABOUTS
61
62
9 SIGNAL CONTROLLED JUNCTIONS

upstream to cope with peak flows. The use of lane of the carriageway, even at skew junctions.
GENERAL 9.5 At difficult sites, Stop lines and near side primary the lane markings should be extended sufficiently far should be positioned at right angles to the centre line
signals need to be located sufficiently far back from newly formed lane, and at heavily-trafficked junctions should be used where practicable. The marking
9.1 Effective marking of the approaches to the junction to enable long vehicles to turn into that lane. A lane arrow should be used at the start of a of the near side primary signal, although 2.5 m
signal controlled junctions is essential if the signals road without being blocked by vehicles waiting at the drivers are likely to become trapped in the wrong should be positioned a minimum of 1.5 m in advance
are to operate at their maximum efficiency. To Stop line. This will however reduce junction capacity lane arrow, repeated as necessary. If this is neglected, 9.4 These are described in section 3. The Stop line
achieve this: and it may be necessary to consider prohibiting the early notice is given by the use of the appropriate
turn. turn movements only, it is particularly important that STOP LINES
(i) the Stop line (diagram 1001) should be junctions. Where lanes are indicated for left or right
sited as near as practicable to the 9.6 Guidance on the use of advanced stop lines for good time of the correct lane to use at signalled
intersection, consistent with driver and cyclists will be found in paras 16.20 to 16.22. 9.9 It is essential that drivers are made aware in a 30 mph speed limit.
pedestrian needs. Drivers waiting at the 40 mph speed limit meets a four-lane road subject to
Stop line must have an uninterrupted view LANE DESTINATION MARKINGS controlled junction where a six-lane road subject to a
of at least one signal, LONGITUDINAL MARKINGS and centre of carriageway markings at a signal
9.3 Figure 9-2 shows a typical arrangement of lane
(ii) lane lines should be arranged to secure 9.7 On the immediate approach to the signals, the found in paras 13.7 and 13.8.
the maximum use of available carriageway normal lane marking (diagram 1005 or 1005.1) and to near side (see figure 13-5). Further details can be direct signal control.
space consistent with adequate lane width, the centre of carriageway marking (diagram 1008 or opposing right-turning traffic should pass near side governed by priority markings instead of being under
and 1008.1) should change to the warning line versions through a junction, or used in pairs to indicate that lanes on each approach. It also shows a left turn lane
(diagram 1004 or 1004.1). Table 4-3 gives details of (see figure 13-4) may be used to indicate a route controlled junction having a different number of
(iii) where lanes are dedicated to a particular the size and minimum number of marks transverse movements. The arrow to diagram 1038.1 Stop lines, signals and pedestrian crossings at a signal
turning movement, the appropriate lane recommended. of giving the impression of a Stop or Give Way line to 9.2 Figure 9-1 shows the standard layout of the
destination arrows should be provided at clear to drivers on all approaches and there is no risk
the commencement of the lane, and 9.8 Lane markings may be laid within the junction although care should be taken that the meaning is and 13.1 to 13.3).
repeated as necessary (see also paras 9.9 where some guidance to traffic would be helpful, where some guidance to traffic would be helpful, repeated as necessary (see also paras 9.9
and 13.1 to 13.3). although care should be taken that the meaning is 9.8 Lane markings may be laid within the junction the commencement of the lane, and
clear to drivers on all approaches and there is no risk destination arrows should be provided at
9.2 Figure 9-1 shows the standard layout of the of giving the impression of a Stop or Give Way line to recommended. turning movement, the appropriate lane
Stop lines, signals and pedestrian crossings at a signal transverse movements. The arrow to diagram 1038.1 the size and minimum number of marks (iii) where lanes are dedicated to a particular
controlled junction having a different number of (see figure 13-4) may be used to indicate a route (diagram 1004 or 1004.1). Table 4-3 gives details of
lanes on each approach. It also shows a left turn lane through a junction, or used in pairs to indicate that 1008.1) should change to the warning line versions and
governed by priority markings instead of being under opposing right-turning traffic should pass near side the centre of carriageway marking (diagram 1008 or space consistent with adequate lane width,
direct signal control. to near side (see figure 13-5). Further details can be normal lane marking (diagram 1005 or 1005.1) and the maximum use of available carriageway
found in paras 13.7 and 13.8. 9.7 On the immediate approach to the signals, the (ii) lane lines should be arranged to secure
9.3 Figure 9-2 shows a typical arrangement of lane
and centre of carriageway markings at a signal LONGITUDINAL MARKINGS of at least one signal,
controlled junction where a six-lane road subject to a LANE DESTINATION MARKINGS Stop line must have an uninterrupted view
40 mph speed limit meets a four-lane road subject to pedestrian needs. Drivers waiting at the
a 30 mph speed limit. 9.9 It is essential that drivers are made aware in cyclists will be found in paras 16.20 to 16.22. intersection, consistent with driver and
good time of the correct lane to use at signalled 9.6 Guidance on the use of advanced stop lines for sited as near as practicable to the
junctions. Where lanes are indicated for left or right the Stop line (diagram 1001) should be (i)
STOP LINES turn movements only, it is particularly important that turn.
early notice is given by the use of the appropriate and it may be necessary to consider prohibiting the achieve this:
9.4 These are described in section 3. The Stop line lane arrow, repeated as necessary. If this is neglected, Stop line. This will however reduce junction capacity are to operate at their maximum efficiency. To
should be positioned a minimum of 1.5 m in advance drivers are likely to become trapped in the wrong road without being blocked by vehicles waiting at the signal controlled junctions is essential if the signals
of the near side primary signal, although 2.5 m lane. A lane arrow should be used at the start of a the junction to enable long vehicles to turn into that 9.1 Effective marking of the approaches to
should be used where practicable. The marking newly formed lane, and at heavily-trafficked junctions signals need to be located sufficiently far back from
should be positioned at right angles to the centre line the lane markings should be extended sufficiently far 9.5 At difficult sites, Stop lines and near side primary GENERAL
of the carriageway, even at skew junctions. upstream to cope with peak flows. The use of lane
9 SIGNAL CONTROLLED JUNCTIONS
62
63
SIGNAL CONTROLLED JUNCTIONS
63
64
64
65
arrows and lane destination markings is described in PEDESTRIAN CROSSING POINTS

paras 13.1 to 13.5, and para 13.6 indicates where
traffic regulation orders are required. 9.13 If a pedestrian crossing point is provided at a
signalled junction, whether itself signalled or not, the
Stop line should be placed a minimum of 1.5 m in
LANE WIDTHS advance of the left hand side primary signal post,
which should be 0.5 m from the nearer row of studs
9.10 With new junctions, entry lane widths should (diagram 1055.1). See also paras 6.15 and 9.4.
slip road in an otherwise signalled junction. the approaches clear of parked vehicles. be between 3 and 3.65 m, unless there are specific Although previous advice was to position the signal
are likely to have difficulty in crossing an unsignalled junctions, it is important to keep the exits as well as reasons to justify the use of narrower or wider lane head 1 m in advance of the crossing studs, this is
island. If no provision is made for pedestrians, they traffic. In order to maintain capacity at signalled widths. Where an existing junction is being improved excessive where tactile paving is used. The tactile
should be separated from the other lanes by a traffic required to merge with faster-moving accelerating or modified and available road space is restricted, surface is intended to lead people to the push button
brought under signal control. A left turn slip lane lane that is lost, so that slower vehicles are not then the permitted lane widths for straight ahead box; a gap of 1 m between the edge of the tactile
line would be justified, the left turn should be impending loss. Normally, it should be the right hand entry lanes may be reduced to 2.5 m provided that surface and the box is too great to ensure this.
used (see figure 9-1). If visibility is such that a Stop diagram 1014 may be used to warn of the the 85th percentile approach speed does not exceed
1023 and the upright sign to diagram 602 should be single lane reduction. Deflection arrows to 56 kph (35 mph) and the reduced width enables a 9.14 The width of the crossing is dependent upon
to diagram 1003, the warning triangle to diagram the junction over a distance of at least 100 m for a necessary extra lane to be provided. In exceptional site conditions, but is normally in the range 2.4
the control of the traffic signals, Give Way markings the number of lanes should be carried out beyond circumstances, lane widths may be reduced to 2.25 m to 5 m. Exceptional numbers of pedestrians may
9.15 Where a left turn slip road is provided outside necessary to achieve this, the subsequent reduction in where it is not intended to make provision for large require the width to be increased to a maximum
the Stop line. If localised widening of an exit is goods vehicles. of 10 m. Dropped kerbs and tactile paving should be
UNSIGNALLED VEHICLE MOVEMENTS junction should match the number of ahead lanes at provided at all crossing points. Where pedestrian
9.12 The number of lanes on the exit side of the 9.11 In all cases the lane and centre line markings refuges are provided, the full width of the crossing
(both varied to the warning module) should meet the should be maintained through the refuge as a
dropped kerb or flush with the carriageway. Stop line. Stop line. dropped kerb or flush with the carriageway.
should be maintained through the refuge as a (both varied to the warning module) should meet the
refuges are provided, the full width of the crossing 9.11 In all cases the lane and centre line markings 9.12 The number of lanes on the exit side of the
provided at all crossing points. Where pedestrian junction should match the number of ahead lanes at UNSIGNALLED VEHICLE MOVEMENTS
of 10 m. Dropped kerbs and tactile paving should be goods vehicles. the Stop line. If localised widening of an exit is
require the width to be increased to a maximum where it is not intended to make provision for large necessary to achieve this, the subsequent reduction in 9.15 Where a left turn slip road is provided outside
to 5 m. Exceptional numbers of pedestrians may circumstances, lane widths may be reduced to 2.25 m the number of lanes should be carried out beyond the control of the traffic signals, Give Way markings
site conditions, but is normally in the range 2.4 necessary extra lane to be provided. In exceptional the junction over a distance of at least 100 m for a to diagram 1003, the warning triangle to diagram
9.14 The width of the crossing is dependent upon 56 kph (35 mph) and the reduced width enables a single lane reduction. Deflection arrows to 1023 and the upright sign to diagram 602 should be
the 85th percentile approach speed does not exceed diagram 1014 may be used to warn of the used (see figure 9-1). If visibility is such that a Stop
surface and the box is too great to ensure this. entry lanes may be reduced to 2.5 m provided that impending loss. Normally, it should be the right hand line would be justified, the left turn should be
box; a gap of 1 m between the edge of the tactile then the permitted lane widths for straight ahead lane that is lost, so that slower vehicles are not brought under signal control. A left turn slip lane
surface is intended to lead people to the push button or modified and available road space is restricted, required to merge with faster-moving accelerating should be separated from the other lanes by a traffic
excessive where tactile paving is used. The tactile widths. Where an existing junction is being improved traffic. In order to maintain capacity at signalled island. If no provision is made for pedestrians, they
head 1 m in advance of the crossing studs, this is reasons to justify the use of narrower or wider lane junctions, it is important to keep the exits as well as are likely to have difficulty in crossing an unsignalled
Although previous advice was to position the signal be between 3 and 3.65 m, unless there are specific the approaches clear of parked vehicles. slip road in an otherwise signalled junction.
(diagram 1055.1). See also paras 6.15 and 9.4. 9.10 With new junctions, entry lane widths should
which should be 0.5 m from the nearer row of studs
advance of the left hand side primary signal post, LANE WIDTHS
Stop line should be placed a minimum of 1.5 m in
signalled junction, whether itself signalled or not, the
9.13 If a pedestrian crossing point is provided at a traffic regulation orders are required.
paras 13.1 to 13.5, and para 13.6 indicates where
PEDESTRIAN CROSSING POINTS arrows and lane destination markings is described in
65
66
10 GRADE SEPARATED JUNCTIONS 2. Numbers (5) to (8) at the head of the above columns relate to features shown on figures 10-1 and 10-7.
1. Taper lengths refer to 2 x 3.65 m lanes, or, in brackets, 2 x 3.00m lanes.
DESIGN MERGING AND DIVERGING SLIP ROADS NOTES
10.1 Grade separated junctions may involve merging 10.2 The layout of markings and road studs at the 150 40 1 in 12 90 (75) 75 50 or less
Urban road
and diverging lanes, or the gain or loss of lanes, or a simplest grade separated junction is shown in 150 50 1 in 15 110 (90) 95 60
combination of these. As junctions become more figure 10-1. The principal dimensions are detailed in
150 70 1 in 15 130 (110) 130 60 carriageway
complex, so road marking layouts become more tables 10-1 and 10-2. This arrangement is suitable for
200 70 1 in 15 150 (120) 150 70 Rural dual
complicated. It is not practicable to detail all one or two-lane exit and one-lane entry slip roads.
possibilities, but the standard principles should be 200 80 1 in 15 185 (150) 170 70 Rural motorway
followed. Reference should be made to TD 22 / 92 in 10.3 The nosing of the slip road is marked using
(8) 2 (7) 2 (6) 1,2 (5) 2
Volume 6 of the Design Manual for Roads and diagram 1042 (varied where appropriate to reverse (mm)
2 lanes 1 lane
Bridges (see para 1.4) for further guidance. When the direction of the chevrons, see para 4.62). Red marking (m) angle at nose (mph)
designing a complex layout, it should be borne in studs are provided at 3 m centres along the outside of diag 1010 length minimum (m) limit
mind that it must be capable of being signed and both edges. Width of Nose Taper for Length of exit taper Speed Road type
marked in a way that drivers can readily understand.
Table 10-2 Diverge and lane-drop markings
Table 10-1 Merge and lane-gain markings
NOTE: Numbers (1) to (4) at the head of the above columns relate to features shown on figures 10-1 to 10-6.
Road type Speed Length of Taper for Nose Length of Width of
limit entry taper minimum length ghost diag 1010
150 n/a 40 1 in 12 75 50 or less
(mph) (m) angle (m) island tail marking Urban road
150 n/a 50 1 in 15 95 60
at nose (m) (mm)
(1) (2) (3) (4) 150 150 75 1 in 25 130 60 or less carriageway
200 150 85 1 in 30 150 70 Rural dual
Rural motorway 70 205 1 in 40 115 180 200
200 180 115 1 in 40 205 70 Rural motorway
Rural dual 70 150 1 in 30 85 150 200
carriageway 60 or less 130 1 in 25 75 150 150 (4) (3) (2) (1)
(mm) (m) at nose
60 95 1 in 15 50 n/a 150
Urban road marking island tail (m) angle (m) (mph)
50 or less 75 1 in 12 40 n/a 150
diag 1010 ghost length minimum entry taper limit
Width of Length of Nose Taper for Length of Speed Road type
NOTE: Numbers (1) to (4) at the head of the above columns relate to features shown on figures 10-1 to 10-6.
Table 10-1 Merge and lane-gain markings

Table 10-2 Diverge and lane-drop markings
marked in a way that drivers can readily understand.
Road type Speed Length of exit taper Taper for Nose Width of both edges. mind that it must be capable of being signed and
limit (m) minimum length diag 1010 studs are provided at 3 m centres along the outside of designing a complex layout, it should be borne in
(mph) angle at nose (m) marking the direction of the chevrons, see para 4.62). Red Bridges (see para 1.4) for further guidance. When
1 lane 2 lanes
(mm)
(7) 2
diagram 1042 (varied where appropriate to reverse Volume 6 of the Design Manual for Roads and
(5) 2 (6) 1,2 (8) 2
10.3 The nosing of the slip road is marked using followed. Reference should be made to TD 22 / 92 in
Rural motorway 70 170 185 (150) 1 in 15 80 200 possibilities, but the standard principles should be
one or two-lane exit and one-lane entry slip roads. complicated. It is not practicable to detail all
Rural dual 70 150 150 (120) 1 in 15 70 200
tables 10-1 and 10-2. This arrangement is suitable for complex, so road marking layouts become more
carriageway 60 130 130 (110) 1 in 15 70 150
figure 10-1. The principal dimensions are detailed in combination of these. As junctions become more
60 95 110 (90) 1 in 15 50 150 simplest grade separated junction is shown in and diverging lanes, or the gain or loss of lanes, or a
Urban road
50 or less 75 90 (75) 1 in 12 40 150 10.2 The layout of markings and road studs at the 10.1 Grade separated junctions may involve merging
NOTES MERGING AND DIVERGING SLIP ROADS DESIGN

1. Taper lengths refer to 2 x 3.65 m lanes, or, in brackets, 2 x 3.00m lanes.
2. Numbers (5) to (8) at the head of the above columns relate to features shown on figures 10-1 and 10-7.
10 GRADE SEPARATED JUNCTIONS
66
67
GRADE SEPARATED JUNCTIONS
67
68
one lane is gained, the ghost island is not used.

10.4 The edge line should be continued along the limit is not more than 40 mph; see table 10-4). If only
slip road. Where raised rib markings are used, the rib (or from 1005 to 1004 on roads where the speed
spacing should be reduced to 250 mm on motorway the slip road should change to 1004.1 as indicated
slip roads. Red reflecting road studs should be used diagram 1005.1 on both the main carriageway and
on the near side and amber on the off side, both in figure 10-3 should be used. All lane markings to
at 18 m centres except as detailed in para 10.5. number of lanes on the entry slip road, the markings
10.9 Where the number of lanes gained equals the
10.5 The main carriageway edge line should change
to diagram 1010, with green reflecting road studs entry slip road.
at 8 m centres, across the slip road over which traffic the same as, or less than, the number of lanes on the
joins or leaves. Along the same length, the spacing of situations; the number of lanes gained will either be
the red studs associated with the edge line to are given in table 10-1. There are two basic
diagram 1012.1, 1012.2 or 1012.3 at the near side 10.8 The principal dimensions for lane-gain layouts
of the slip road is reduced from 18 m to 9 m. The
bifurcation arrow to diagram 1039 should be used as LANE GAINS
shown in figure 13-8 at the lengths specified in
para 13.12.
single lane.
10.6 Conventional lane lines to diagram 1005 or wide and the merging flow exceeds the capacity of a
1005.1 (see table 10-4) on the main carriageway is light, the main carriageway is three or more lanes
should be continued through the junction. studs. This layout is suitable where the main line flow
lanes should be to diagram 1042, bordered by red
10.7 An entry layout for two-lane slip roads is shown join separately. The ghost island between the joining
in figure 10-2, allowing each lane of the slip road to in figure 10-2, allowing each lane of the slip road to
join separately. The ghost island between the joining 10.7 An entry layout for two-lane slip roads is shown
lanes should be to diagram 1042, bordered by red
studs. This layout is suitable where the main line flow should be continued through the junction.
is light, the main carriageway is three or more lanes 1005.1 (see table 10-4) on the main carriageway
wide and the merging flow exceeds the capacity of a 10.6 Conventional lane lines to diagram 1005 or
single lane.
para 13.12.
shown in figure 13-8 at the lengths specified in
LANE GAINS bifurcation arrow to diagram 1039 should be used as
of the slip road is reduced from 18 m to 9 m. The
10.8 The principal dimensions for lane-gain layouts diagram 1012.1, 1012.2 or 1012.3 at the near side
are given in table 10-1. There are two basic the red studs associated with the edge line to
situations; the number of lanes gained will either be joins or leaves. Along the same length, the spacing of
the same as, or less than, the number of lanes on the at 8 m centres, across the slip road over which traffic
entry slip road. to diagram 1010, with green reflecting road studs
10.5 The main carriageway edge line should change
10.9 Where the number of lanes gained equals the
number of lanes on the entry slip road, the markings at 18 m centres except as detailed in para 10.5.
in figure 10-3 should be used. All lane markings to on the near side and amber on the off side, both
diagram 1005.1 on both the main carriageway and slip roads. Red reflecting road studs should be used
the slip road should change to 1004.1 as indicated spacing should be reduced to 250 mm on motorway
(or from 1005 to 1004 on roads where the speed slip road. Where raised rib markings are used, the rib
limit is not more than 40 mph; see table 10-4). If only 10.4 The edge line should be continued along the
one lane is gained, the ghost island is not used.
68
69
69
70
70
71

1 m x 1 m x 200 mm 1 m x 1 m x 150 mm 1 m x 1 m x 150 mm 1 m x 1 m x 100 mm 1010 1010
2 m x 7 m x 150 mm 2 m x 7 m x 150 mm 2 m x 7 m x 150 mm 1 m x 5 m x 100 mm 1005.1 1005 10.10 Where the number of lanes gained is less than should be 30 m before the start of the taper
the number of lanes on the entry slip road, there are and preceding arrows at intervals of 30 m
6 m x 3 m x 150 mm 6 m x 3 m x 150 mm 6 m x 3 m x 150 mm 4 m x 2 m x 100 mm 1004.1 1004
three methods of carrying out the merge: in advance of that. The markings should be
70 60 50 40 or less 40 or less 50 to 70 supplemented by signs to diagram 872.1,
(i) the two-lane slip road is reduced to one
Speed limit (mph) Speed limit (mph)
lane in advance of the back of the nose, so (ii) the right hand slip lane merges with the
Size of marking (Length x Gap x Width) Diagram number that the number of lanes on the entry slip through carriageway before the left hand
road equals the number of lanes gained. slip lane is added (figure 10-5). All lane
Table 10-4 Size of markings in figures 10-1 to 10-7 The lane reduction should be effected by markings to diagrams 1005 or 1005.1
the use of hatched markings to diagram should change to 1004 or 1004.1
1040.3 (see para 4.53 and figure 10-4). respectively (see table 10-4), commencing
be used only where unavoidable. The taper length should be determined at the first sign to diagram 874 on the slip
authority before it is used. wherever practicable; the absolute minimum should from table 10-3 and the full reduction in road and at least 200 m prior to the merge
made to the appropriate overseeing NOTE: The preferred minimum taper should be used width achieved 50 m in advance of the nose tip on the main carriageway. These
also difficult to sign. Reference should be back of the nose. The hatching should then markings should be continued for at
1 in 55 1 in 55 70
traffic to merge into the faster lanes; it is be extended to the end of the slip road to least 50 m beyond the termination of the
1 in 50 1 in 50 60
option it is not easy for slower slip road form part of the nose. Additionally, at least ghost island. Road markings to diagram
1 in 40 1 in 45 50
through carriageway (figure 10-6). In this two deflection arrows to diagram 1014 1010 should extend from the tip of the
1 in 30 1 in 40 40
right hand slip lane has been added to the should be placed in the lane which is to be merge nose to the point where it meets the
1 in 20 1 in 40 30
additional main carriageway lane after the discontinued. The tip of the final arrow ghost island. Ahead arrows to diagram
(iii) the left hand slip lane merges with the taper taper (mph) 1038 should be placed on the joining
minimum minimum speed (additional) lane and on the original left
premature lane changing, Absolute Preferred 85 percentile Table 10-3 Taper for slip road lane reduction lane of the main carriageway at the point
they come together, to discourage they come together, to discourage
lane of the main carriageway at the point Table 10-3 Taper for slip road lane reduction 85 percentile Preferred Absolute premature lane changing,
(additional) lane and on the original left speed minimum minimum
1038 should be placed on the joining (mph) taper taper (iii) the left hand slip lane merges with the
ghost island. Ahead arrows to diagram discontinued. The tip of the final arrow additional main carriageway lane after the
30 1 in 40 1 in 20
merge nose to the point where it meets the should be placed in the lane which is to be right hand slip lane has been added to the
40 1 in 40 1 in 30
1010 should extend from the tip of the two deflection arrows to diagram 1014 through carriageway (figure 10-6). In this
50 1 in 45 1 in 40
ghost island. Road markings to diagram form part of the nose. Additionally, at least option it is not easy for slower slip road
60 1 in 50 1 in 50
least 50 m beyond the termination of the be extended to the end of the slip road to traffic to merge into the faster lanes; it is
70 1 in 55 1 in 55
markings should be continued for at back of the nose. The hatching should then also difficult to sign. Reference should be
nose tip on the main carriageway. These width achieved 50 m in advance of the NOTE: The preferred minimum taper should be used made to the appropriate overseeing
road and at least 200 m prior to the merge from table 10-3 and the full reduction in wherever practicable; the absolute minimum should authority before it is used.
at the first sign to diagram 874 on the slip The taper length should be determined be used only where unavoidable.
respectively (see table 10-4), commencing 1040.3 (see para 4.53 and figure 10-4).
should change to 1004 or 1004.1 the use of hatched markings to diagram
markings to diagrams 1005 or 1005.1 The lane reduction should be effected by Table 10-4 Size of markings in figures 10-1 to 10-7
slip lane is added (figure 10-5). All lane road equals the number of lanes gained.
through carriageway before the left hand that the number of lanes on the entry slip Diagram number Size of marking (Length x Gap x Width)
(ii) the right hand slip lane merges with the lane in advance of the back of the nose, so
Speed limit (mph) Speed limit (mph)
the two-lane slip road is reduced to one (i)
supplemented by signs to diagram 872.1, 40 or less 50 to 70 40 or less 50 60 70
in advance of that. The markings should be three methods of carrying out the merge:
1004 1004.1 4 m x 2 m x 100 mm 6 m x 3 m x 150 mm 6 m x 3 m x 150 mm 6 m x 3 m x 150 mm
and preceding arrows at intervals of 30 m the number of lanes on the entry slip road, there are
should be 30 m before the start of the taper 10.10 Where the number of lanes gained is less than 1005 1005.1 1 m x 5 m x 100 mm 2 m x 7 m x 150 mm 2 m x 7 m x 150 mm 2 m x 7 m x 150 mm
1010 1010 1 m x 1 m x 100 mm 1 m x 1 m x 150 mm 1 m x 1 m x 150 mm 1 m x 1 m x 200 mm

71
72
LANE DROPS
10.11 A standard lane-drop layout for high speed

roads is shown in figure 10-7. The lane markings Roads and Bridges (see para 1.4).
dividing the through lanes from the lane or lanes to TD 22 / 92 in Volume 6 of the Design Manual for
be dropped should change to diagram 1004.1 (see diagram 1010. Further details may be found in
table 10-4 for width) at the one mile advance from the main carriageway by the marking to
direction sign. From the half-mile advance direction and additional space for weaving. They are separated
sign to the diverge nose tip, the marking changes providing increased merge or diverge opportunity
again to diagram 1010. Road studs used in and lane drop junctions, and increase capacity by
conjunction with the diagram 1010 marking must be merge and diverge junctions and also at lane gain
green. The studs will be spaced 18 metres apart from entry or exit taper at a junction. They are used at
the half-mile sign to the final advance direction sign, of the main carriageway between the nose and the
then closed up to 8 metre centres to the tip of the 10.13 Auxiliary lanes are additional lanes at the side
diverge nose. On lower-speed roads, or where the
advance direction signs are sited at two thirds and AUXILIARY LANES
one third of a mile from the junction, the lane-drop
markings will commence later and the stud spacings
adjusted to suit. The appropriate widths and modules table should be as indicated under the heading (5).
for these markings are detailed in table 10-4. lane and therefore the taper length shown in the
road represents an increase of one over the approach
10.12 The principal dimensions for lane-drop layouts lane drop shown in figure 10-7, two lanes on the slip
are given in table 10-2. The table indicates the length lanes provided on the slip road. In the case of the
of the exit taper depending upon the number of extra of the exit taper depending upon the number of extra
lanes provided on the slip road. In the case of the are given in table 10-2. The table indicates the length
lane drop shown in figure 10-7, two lanes on the slip 10.12 The principal dimensions for lane-drop layouts
road represents an increase of one over the approach
lane and therefore the taper length shown in the for these markings are detailed in table 10-4.
table should be as indicated under the heading (5). adjusted to suit. The appropriate widths and modules
markings will commence later and the stud spacings
one third of a mile from the junction, the lane-drop
AUXILIARY LANES advance direction signs are sited at two thirds and
diverge nose. On lower-speed roads, or where the
10.13 Auxiliary lanes are additional lanes at the side then closed up to 8 metre centres to the tip of the
of the main carriageway between the nose and the the half-mile sign to the final advance direction sign,
entry or exit taper at a junction. They are used at green. The studs will be spaced 18 metres apart from
merge and diverge junctions and also at lane gain conjunction with the diagram 1010 marking must be
and lane drop junctions, and increase capacity by again to diagram 1010. Road studs used in
providing increased merge or diverge opportunity sign to the diverge nose tip, the marking changes
and additional space for weaving. They are separated direction sign. From the half-mile advance direction
from the main carriageway by the marking to table 10-4 for width) at the one mile advance
diagram 1010. Further details may be found in be dropped should change to diagram 1004.1 (see
TD 22 / 92 in Volume 6 of the Design Manual for dividing the through lanes from the lane or lanes to
Roads and Bridges (see para 1.4). roads is shown in figure 10-7. The lane markings
10.11 A standard lane-drop layout for high speed
LANE DROPS
72
73
11 YELLOW BAR MARKINGS

levels which are unacceptable to local residents. intersections or bends with a horizontal
frequent renewal, they are less likely to result in noise advance of the site, with no major
Although thinner markings might need more (ii) there is at least 3 km of dual carriageway in 11.1 Yellow bar markings are used in certain radius less than the desirable minimum for
superimposed marking must not exceed 6 mm. conditions on high speed approaches to a 120 kph design speed shown in table 3 of
the combined thickness of the bars and any exit slip road), roundabouts, either on the main carriageway or on TD 9 / 93 in Volume 6 of the Design Manual
The bars should not exceed 5 mm in thickness, and roundabout (i.e. a dual carriageway or an an exit slip road. They have been shown to be for Roads and Bridges (see para 1.4),
than 55. Drop-on glass beads should not be applied. laid is a one-way approach to a effective in reducing accidents associated with speed
11.7 Skid resistance of the bars should not be less the carriageway on which they are to be (i) adaptation, i.e. where drivers have been travelling at (iii) the road is subject to the national speed
sustained high speed for long periods. The types of limit of 70 mph, and
would give the impression that these are traffic lanes. where the following criteria are met: accidents most likely to be influenced are single
extended across hard strips or hard shoulders as this para 2.1). Authorisation will normally be given only vehicle and overrun accidents. The markings should (iv) the accident record for the roundabout
significant numbers of cyclists. Bars should not be each site where it is proposed to use them (see not be used in an attempt to reduce speeds at sharp includes at least three accidents involving
there is a particular drainage problem, or if there are the Secretary of State will need to be obtained for bends or other hazards. They are not normally personal injury during the preceding three
if provided. This may be increased to 750 mm where Appendix A. Elsewhere, written authorisation from appropriate on slip roads if there is a segregated left years, in which speed on the relevant
the edge of the carriageway or the edge line marking carriageway roads only, reference should be made to turn lane for the roundabout, or at roundabouts approach was a contributory factor.
each bar should be terminated about 150 mm from they are prescribed for use at roundabouts on dual controlled by traffic signals. On approaching a green
11.6 To assist surface water drainage, each end of However, for installations in Northern Ireland, where signal, some drivers will slow down in response to the 11.4 Each approach to a given roundabout is treated
Signs Regulations and General Directions 2002. markings, others will maintain speed in an attempt to as a separate site and the use of the markings on
main carriageways and in table 11-2 for slip roads. 11.3 The markings are not prescribed in the Traffic beat a change to red. Markings are unlikely to be each approach must be justified independently. The
with the running measurements in table 11-1 for approved in such cases unless the accident application of the criteria in para 11.3 will ensure that
Way line. Successive bars are spaced in accordance treatment with yellow bar markings be considered. justification is strong. the markings are used only at sites where they are
centre line of the carriageway in advance of the Give distances from the junction. Only then should likely to make a positive contribution to safety.
bar is laid at a distance of 50 m measured along the obscured e.g. by vegetation, and sited at the correct 11.2 Before use of the markings is contemplated, it
details of the layout on a main carriageway). The first checked to ensure they are in good condition and not is essential to ensure that all standard signing has 11.5 The marking consists of 90 yellow transverse
the centre line of the carriageway (see figure 11-1 for and be of the appropriate sizes. All signs should be been correctly installed. The warning signs described bars on main carriageways, and 45 on slip roads. The
bars are 600 mm wide, and are laid at right angles to in Chapter 4 (paras 2.13 to 2.18) should be provided in Chapter 4 (paras 2.13 to 2.18) should be provided bars are 600 mm wide, and are laid at right angles to
bars on main carriageways, and 45 on slip roads. The been correctly installed. The warning signs described and be of the appropriate sizes. All signs should be the centre line of the carriageway (see figure 11-1 for
11.5 The marking consists of 90 yellow transverse is essential to ensure that all standard signing has checked to ensure they are in good condition and not details of the layout on a main carriageway). The first
11.2 Before use of the markings is contemplated, it obscured e.g. by vegetation, and sited at the correct bar is laid at a distance of 50 m measured along the
likely to make a positive contribution to safety. distances from the junction. Only then should centre line of the carriageway in advance of the Give
the markings are used only at sites where they are justification is strong. treatment with yellow bar markings be considered. Way line. Successive bars are spaced in accordance
application of the criteria in para 11.3 will ensure that approved in such cases unless the accident with the running measurements in table 11-1 for
each approach must be justified independently. The beat a change to red. Markings are unlikely to be 11.3 The markings are not prescribed in the Traffic main carriageways and in table 11-2 for slip roads.
as a separate site and the use of the markings on markings, others will maintain speed in an attempt to Signs Regulations and General Directions 2002.
11.4 Each approach to a given roundabout is treated signal, some drivers will slow down in response to the However, for installations in Northern Ireland, where 11.6 To assist surface water drainage, each end of
controlled by traffic signals. On approaching a green they are prescribed for use at roundabouts on dual each bar should be terminated about 150 mm from
approach was a contributory factor. turn lane for the roundabout, or at roundabouts carriageway roads only, reference should be made to the edge of the carriageway or the edge line marking
years, in which speed on the relevant appropriate on slip roads if there is a segregated left Appendix A. Elsewhere, written authorisation from if provided. This may be increased to 750 mm where
personal injury during the preceding three bends or other hazards. They are not normally the Secretary of State will need to be obtained for there is a particular drainage problem, or if there are
includes at least three accidents involving not be used in an attempt to reduce speeds at sharp each site where it is proposed to use them (see significant numbers of cyclists. Bars should not be
(iv) the accident record for the roundabout vehicle and overrun accidents. The markings should para 2.1). Authorisation will normally be given only extended across hard strips or hard shoulders as this
accidents most likely to be influenced are single where the following criteria are met: would give the impression that these are traffic lanes.
limit of 70 mph, and sustained high speed for long periods. The types of
(iii) the road is subject to the national speed adaptation, i.e. where drivers have been travelling at (i) the carriageway on which they are to be 11.7 Skid resistance of the bars should not be less
effective in reducing accidents associated with speed laid is a one-way approach to a than 55. Drop-on glass beads should not be applied.
for Roads and Bridges (see para 1.4), an exit slip road. They have been shown to be roundabout (i.e. a dual carriageway or an The bars should not exceed 5 mm in thickness, and
TD 9 / 93 in Volume 6 of the Design Manual roundabouts, either on the main carriageway or on exit slip road), the combined thickness of the bars and any
a 120 kph design speed shown in table 3 of conditions on high speed approaches to superimposed marking must not exceed 6 mm.
radius less than the desirable minimum for 11.1 Yellow bar markings are used in certain (ii) there is at least 3 km of dual carriageway in Although thinner markings might need more
advance of the site, with no major frequent renewal, they are less likely to result in noise
intersections or bends with a horizontal levels which are unacceptable to local residents.
11 YELLOW BAR MARKINGS
73
74
YELLOW BAR MARKINGS
YELLOW BAR MARKINGS
74
75
YELLOW BAR MARKINGS
163.60 D40 107.90 D30 63.15 D20 26.90 D10 Table 11-1 Spacing of bars on main carriageway
157.40 D39 103.00 D29 59.20 D19 23.70 D9
151.35 D38 98.20 D28 55.30 D18 20.50 D8 Bar Distance Bar Distance Bar Distance Bar Distance Bar Distance
145.50 D37 93.45 D27 51.45 D17 17.40 D7 No. from D1 No. from D1 No. from D1 No. from D1 No. from D1
139.80 D36 88.80 D26 47.70 D16 14.35 D6 (m) (m) (m) (m) (m)
199.30 D45 134.20 D35 84.30 D25 44.05 D15 11.35 D5 D1 0.00 D21 60.10 D41 133.75 D61 224.70 D81 338.15
191.60 D44 128.70 D34 79.90 D24 40.50 D14 8.45 D4 D2 2.75 D22 63.45 D42 137.85 D62 229.80 D82 344.65
183.90 D43 123.30 D33 75.60 D23 37.00 D13 5.55 D3 D3 5.50 D23 66.80 D43 142.00 D63 234.90 D83 351.35
176.70 D42 118.00 D32 71.35 D22 33.55 D12 2.75 D2 D4 8.25 D24 70.15 D44 146.15 D64 240.10 D84 358.30
170.00 D41 112.90 D31 67.20 D21 30.20 D11 0.00 D1 D5 11.05 D25 73.60 D45 150.40 D65 245.40 D85 365.50
(m) (m) (m) (m) (m) D6 13.90 D26 77.05 D46 154.65 D66 250.70 D86 373.20
from D1 No. from D1 No. from D1 No. from D1 No. from D1 No. D7 16.80 D27 80.55 D47 158.95 D67 256.10 D87 380.90
Distance Bar Distance Bar Distance Bar Distance Bar Distance Bar 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
Table 11-2 Spacing of bars on slip roads 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
331.75 D80 219.70 D60 129.70 D40 56.80 D20
D15 40.80 D35 110.00 D55 195.35 D75 301.30
325.55 D79 214.70 D59 125.65 D39 53.55 D19
319.35 D78 209.80 D58 121.70 D38 50.35 D18 D16 43.95 D36 113.85 D56 200.10 D76 307.25
313.30 D77 204.90 D57 117.75 D37 47.15 D17 D17 47.15 D37 117.75 D57 204.90 D77 313.30
307.25 D76 200.10 D56 113.85 D36 43.95 D16 D18 50.35 D38 121.70 D58 209.80 D78 319.35
D19 53.55 D39 125.65 D59 214.70 D79 325.55
301.30 D75 195.35 D55 110.00 D35 40.80 D15
D20 56.80 D40 129.70 D60 219.70 D80 331.75
295.45 D74 190.60 D54 106.15 D34 37.70 D14
289.60 D73 185.95 D53 102.40 D33 34.65 D13
283.90 D72 181.30 D52 98.65 D32 31.60 D12
278.20 D71 176.75 D51 94.95 D31 28.55 D11
403.95 D90 272.60 D70 172.25 D50 91.30 D30 25.55 D10 Table 11-2 Spacing of bars on slip roads
396.25 D89 267.00 D69 167.75 D49 87.65 D29 22.60 D9
388.60 D88 261.50 D68 163.35 D48 84.10 D28 19.70 D8 Bar Distance Bar Distance Bar Distance Bar Distance Bar Distance
380.90 D87 256.10 D67 158.95 D47 80.55 D27 16.80 D7 No. from D1 No. from D1 No. from D1 No. from D1 No. from D1
373.20 D86 250.70 D66 154.65 D46 77.05 D26 13.90 D6 (m) (m) (m) (m) (m)
365.50 D85 245.40 D65 150.40 D45 73.60 D25 11.05 D5 D1 0.00 D11 30.20 D21 67.20 D31 112.90 D41 170.00
358.30 D84 240.10 D64 146.15 D44 70.15 D24 8.25 D4 D2 2.75 D12 33.55 D22 71.35 D32 118.00 D42 176.70
351.35 D83 234.90 D63 142.00 D43 66.80 D23 5.50 D3 D3 5.55 D13 37.00 D23 75.60 D33 123.30 D43 183.90
344.65 D82 229.80 D62 137.85 D42 63.45 D22 2.75 D2 D4 8.45 D14 40.50 D24 79.90 D34 128.70 D44 191.60
338.15 D81 224.70 D61 133.75 D41 60.10 D21 0.00 D1 D5 11.35 D15 44.05 D25 84.30 D35 134.20 D45 199.30
(m) (m) (m) (m) (m) D6 14.35 D16 47.70 D26 88.80 D36 139.80
from D1 No. from D1 No. from D1 No. from D1 No. from D1 No. D7 17.40 D17 51.45 D27 93.45 D37 145.50
Distance Bar Distance Bar Distance Bar Distance Bar Distance Bar D8 20.50 D18 55.30 D28 98.20 D38 151.35
D9 23.70 D19 59.20 D29 103.00 D39 157.40
Table 11-1 Spacing of bars on main carriageway D10 26.90 D20 63.15 D30 107.90 D40 163.60
YELLOW BAR MARKINGS
75
76
12 YELLOW BOX JUNCTION MARKINGS may be more appropriate, (see para 2.4 and regulation 10).
CLEAR marking (see paras 22.11to 22.14) subject to section 36 of the Road Traffic Act 1988
LEGAL ASPECTS SUITABILITY of the minor road is infrequent, a KEEP police should always be consulted. The marking is
minor roads where blocking of the mouth order to install yellow box markings, although the
12.1 Part II of Schedule 19 to the Regulations defines 12.5 Experience has shown that the marking junction. At unsignalled junctions with 12.4 Traffic regulation orders are not needed in
two purposes for the yellow box marking to diagram improves traffic flows where previously there were flows on both opposing arms of the
1043 or 1044 (see figure 12-1): delays due to vehicles blocking the junction and (iii) there should preferably be heavy traffic appears.
impeding the cross flow. At signal controlled clear which stream has precedence when a gap
(i) to mark an area of carriageway conveying junctions, the queues of traffic left at the end of a even if only for short periods, used where traffic streams merge, as it will not be
the prohibition that no person shall cause a green phase have been significantly reduced and should occur under existing conditions, para 8.39 and direction 35). Nor should they be
vehicle to enter the box junction so that it there have been marked reductions in injury (ii) blocking back from a junction ahead the box is controlled by signals at all times (see
has to stop within it due to the presence of accidents, especially those involving pedestrians. box markings at roundabouts unless traffic entering
stationary vehicles. A vehicle waiting to also para 12.3), 12.3 The Directions do not permit the use of yellow
turn right (other than at a roundabout) may 12.6 Box markings are no substitute for traffic necessarily, be controlled by signals (see
stop within the box junction for so long as signals. They can however help to improve traffic the junction should preferably, though not (i) vehicles waiting to complete the right turn.
it is prevented from completing the right flow at junctions where blocking back causes junction only by oncoming traffic, or by other
turn by oncoming vehicles or other vehicles obstruction. Their use at pinch points controlled by box markings include the following: if turning right and prevented from leaving the
which are stationary whilst waiting to priority signs and at level crossings (diagram 1045) is 12.8 Factors which influence a decision to provide permissible, however, to enter and become stationary
complete a right turn. dealt with in paras 12.13 and 12.14 respectively. ahead or to either side, commit an offence. It is
re-location of bus stops. obstructed by stationary vehicles, whether in the road
(ii) when placed in conjunction with diagrams 12.7 Not all junctions are suitable for the installation e.g. imposition of waiting and loading restrictions or 12.2 Drivers entering the box when their exit is
615 and 811 on an area of carriageway of box markings, and certain criteria should be also reveal what further measures might be needed,
which is less than 4.5 m wide at its applied before deciding whether a particular site of traffic signals at adjacent junctions). A survey will stationary vehicles beyond the box.
narrowest point, the road marking shall should be marked. A traffic survey should be carried measures might be effective (e.g. re-timing or linking the presence of oncoming vehicles or other
convey the prohibition that no person shall out to determine the extent of the problem, not only marking but also to establish whether any alternative that the vehicle has to stop within it due to
cause a vehicle to enter the box junction so to assess the suitability of the junction for box to assess the suitability of the junction for box cause a vehicle to enter the box junction so
that the vehicle has to stop within it due to marking but also to establish whether any alternative out to determine the extent of the problem, not only convey the prohibition that no person shall
the presence of oncoming vehicles or other measures might be effective (e.g. re-timing or linking should be marked. A traffic survey should be carried narrowest point, the road marking shall
stationary vehicles beyond the box. of traffic signals at adjacent junctions). A survey will applied before deciding whether a particular site which is less than 4.5 m wide at its
also reveal what further measures might be needed, of box markings, and certain criteria should be 615 and 811 on an area of carriageway
12.2 Drivers entering the box when their exit is e.g. imposition of waiting and loading restrictions or 12.7 Not all junctions are suitable for the installation (ii) when placed in conjunction with diagrams
obstructed by stationary vehicles, whether in the road re-location of bus stops.
ahead or to either side, commit an offence. It is dealt with in paras 12.13 and 12.14 respectively. complete a right turn.
permissible, however, to enter and become stationary 12.8 Factors which influence a decision to provide priority signs and at level crossings (diagram 1045) is which are stationary whilst waiting to
if turning right and prevented from leaving the box markings include the following: obstruction. Their use at pinch points controlled by turn by oncoming vehicles or other vehicles
junction only by oncoming traffic, or by other flow at junctions where blocking back causes it is prevented from completing the right
vehicles waiting to complete the right turn. (i) the junction should preferably, though not signals. They can however help to improve traffic stop within the box junction for so long as
necessarily, be controlled by signals (see 12.6 Box markings are no substitute for traffic turn right (other than at a roundabout) may
12.3 The Directions do not permit the use of yellow also para 12.3), stationary vehicles. A vehicle waiting to
box markings at roundabouts unless traffic entering accidents, especially those involving pedestrians. has to stop within it due to the presence of
the box is controlled by signals at all times (see (ii) blocking back from a junction ahead there have been marked reductions in injury vehicle to enter the box junction so that it
para 8.39 and direction 35). Nor should they be should occur under existing conditions, green phase have been significantly reduced and the prohibition that no person shall cause a
used where traffic streams merge, as it will not be even if only for short periods, junctions, the queues of traffic left at the end of a to mark an area of carriageway conveying (i)
clear which stream has precedence when a gap impeding the cross flow. At signal controlled
appears. (iii) there should preferably be heavy traffic delays due to vehicles blocking the junction and 1043 or 1044 (see figure 12-1):
flows on both opposing arms of the improves traffic flows where previously there were two purposes for the yellow box marking to diagram
12.4 Traffic regulation orders are not needed in junction. At unsignalled junctions with 12.5 Experience has shown that the marking 12.1 Part II of Schedule 19 to the Regulations defines
order to install yellow box markings, although the minor roads where blocking of the mouth
police should always be consulted. The marking is of the minor road is infrequent, a KEEP SUITABILITY LEGAL ASPECTS
subject to section 36 of the Road Traffic Act 1988 CLEAR marking (see paras 22.11to 22.14)
(see para 2.4 and regulation 10). may be more appropriate,
12 YELLOW BOX JUNCTION MARKINGS
76
77
YELLOW BOX JUNCTION MARKINGS
77
78
(iv) opposing roads at a junction should SETTING OUT figure 12-1).

normally be in line with each other. marked on the road (see lower drawing in of the main carriageway.
The markings may, however, be used 12.11 The marking consists of yellow lines forming way as full box markings but with only half the box drawing in figure 12-1, i.e. on the minor road side
exceptionally at staggered junctions, a box enclosing cross-hatched diagonal lines (see Half-box markings should be designed in the same be used only in the position shown in the lower
particularly where the minor roads have a figure 12-1). The diagonal lines are 150 mm wide blocks back from one direction only. Half-boxes may
right hand stagger, provided the maximum and spaced 2 m apart where the shortest boundary 2.5 m as appropriate (see para 12.11). “T” junctions and other junctions where the traffic
box length is not exceeded, and irregular of the box is less than 9 m long, or 2.5 m apart the diagonals, at grid intervals of 2 m or junction is marked (diagram 1044) are appropriate at
shapes can be avoided. Two half-boxes where the shortest boundary line of the box is 9 m or (v) set out the intermediate lines parallel to 12.10 Half-boxes, in which only half the area of the
may be a practical substitute for a single more. Yellow box markings must always have four
large box in such circumstances, straight sides, each being approximately transverse yellow box, be used.
to the traffic flow on the approach. Up to 10% of necessarily connect both corners of the 1027.1 (varied to omit the word “SCHOOL”) should
(v) the carriageway beyond the junction the length of the side at any corner may be cut away the first diagonal at right angles; it will not diagram 1026 or a KEEP CLEAR marking to diagram
should be free from obstruction (this as shown in the diagram to accommodate corner (iv) construct a diagonal line P-Q’ intersecting onto the carriageway, a KEEP CLEAR marking to
may necessitate the imposition of kerbs. The overall shape of the marking and the with the main road. Where vehicles exit directly
waiting or loading restrictions, or the number of cross-hatched lines will vary to accord pair of opposite corners may be used), where there is an access road forming a junction
adjustment of bus stops on the lengths with the circumstances at the site. corner to corner of the notional box (either police, fire, ambulance stations or hospitals only
concerned), (iii) draw a main diagonal X-Y running from 12.9 Yellow box markings may be used outside
12.12 To set out the marking:
(vi) where a succession of junctions gives rise PX = PY = YQ, under these conditions.
to blocking back, the establishment of a (i) mark transverse lines across each arm of X and Q using construction lines so that effectiveness of the marking is reduced
series of boxes should be considered, the junction approximately at right angles unequal in length, extend the short sides to since experience has shown that the
provided at least 20 m storage space can be to the flow of traffic (see figure 12-2), construction lines; where the sides are still proportion of right-turning traffic,
maintained between successive boxes, and cut away, complete the full box with (vii) there should preferably not be a high
(ii) where the corners of the box have been (ii) where the corners of the box have been
(vii) there should preferably not be a high cut away, complete the full box with maintained between successive boxes, and
proportion of right-turning traffic, construction lines; where the sides are still to the flow of traffic (see figure 12-2), provided at least 20 m storage space can be
since experience has shown that the unequal in length, extend the short sides to the junction approximately at right angles series of boxes should be considered,
effectiveness of the marking is reduced X and Q using construction lines so that mark transverse lines across each arm of (i) to blocking back, the establishment of a
under these conditions. PX = PY = YQ, (vi) where a succession of junctions gives rise
12.12 To set out the marking:
12.9 Yellow box markings may be used outside (iii) draw a main diagonal X-Y running from concerned),
police, fire, ambulance stations or hospitals only corner to corner of the notional box (either with the circumstances at the site. adjustment of bus stops on the lengths
where there is an access road forming a junction pair of opposite corners may be used), number of cross-hatched lines will vary to accord waiting or loading restrictions, or the
with the main road. Where vehicles exit directly kerbs. The overall shape of the marking and the may necessitate the imposition of
onto the carriageway, a KEEP CLEAR marking to (iv) construct a diagonal line P-Q’ intersecting as shown in the diagram to accommodate corner should be free from obstruction (this
diagram 1026 or a KEEP CLEAR marking to diagram the first diagonal at right angles; it will not the length of the side at any corner may be cut away the carriageway beyond the junction (v)
1027.1 (varied to omit the word “SCHOOL”) should necessarily connect both corners of the to the traffic flow on the approach. Up to 10% of
be used. yellow box, straight sides, each being approximately transverse large box in such circumstances,
more. Yellow box markings must always have four may be a practical substitute for a single
12.10 Half-boxes, in which only half the area of the (v) set out the intermediate lines parallel to where the shortest boundary line of the box is 9 m or shapes can be avoided. Two half-boxes
junction is marked (diagram 1044) are appropriate at the diagonals, at grid intervals of 2 m or of the box is less than 9 m long, or 2.5 m apart box length is not exceeded, and irregular
“T” junctions and other junctions where the traffic 2.5 m as appropriate (see para 12.11). and spaced 2 m apart where the shortest boundary right hand stagger, provided the maximum
blocks back from one direction only. Half-boxes may figure 12-1). The diagonal lines are 150 mm wide particularly where the minor roads have a
be used only in the position shown in the lower Half-box markings should be designed in the same a box enclosing cross-hatched diagonal lines (see exceptionally at staggered junctions,
drawing in figure 12-1, i.e. on the minor road side way as full box markings but with only half the box 12.11 The marking consists of yellow lines forming The markings may, however, be used
of the main carriageway. marked on the road (see lower drawing in normally be in line with each other.
figure 12-1). SETTING OUT (iv) opposing roads at a junction should
78
79
SPECIAL CASES 12.14 A different pattern of yellow box marking

(diagram 1045) is used at Automatic Half Barrier
12.13 Box markings are sometimes effective in level crossings (see paras 19.18 and 19.19). This may
combination with priority signs (diagrams 615 / 615.1 be appropriate at other forms of railway crossing if
and 811 / 811.1) to break queues through an these are likely to become blocked by queuing traffic,
exceptionally narrow pinch point and enable an but only with the agreement of the Railway
opposing flow to continue without unnecessary Inspectorate. Further guidance on the use of box
delay. The marking may be used for this purpose only markings at level crossings can be found in paras
if the carriageway width is less than 4.5 m at the 19.18 and 19.19, and at tramway crossings in paras
narrowest point (regulation 29(2) and Part II of 18.15 and 18.23.
Schedule 19).
Schedule 19).
18.15 and 18.23. narrowest point (regulation 29(2) and Part II of
19.18 and 19.19, and at tramway crossings in paras if the carriageway width is less than 4.5 m at the
markings at level crossings can be found in paras delay. The marking may be used for this purpose only
Inspectorate. Further guidance on the use of box opposing flow to continue without unnecessary
but only with the agreement of the Railway exceptionally narrow pinch point and enable an
these are likely to become blocked by queuing traffic, and 811 / 811.1) to break queues through an
be appropriate at other forms of railway crossing if combination with priority signs (diagrams 615 / 615.1
level crossings (see paras 19.18 and 19.19). This may 12.13 Box markings are sometimes effective in
(diagram 1045) is used at Automatic Half Barrier
12.14 A different pattern of yellow box marking SPECIAL CASES
79
80
13 ARROWS AND LANE DESTINATIONS
LANE ARROWS
NOTE: The greater distances shown for the arrows should be used on roads subject to higher traffic speeds.
13.1 Direction arrows to diagram 1038 (see
figure 13-1) should be used on the approach to busy Up to 1.5 times the above distances 9 70
multi-lane junctions to give drivers advance
6 50 or 60
indication of the correct lane. The use of lane arrows 30 to 50 30 to 50 15 to 25
4 40 or less
at roundabouts is dealt with in paras 8.30 to 8.33,
and at signal controlled junctions in para 9.9. (m) (m) (m) (m) (mph)
Normally two arrows should be used in sequence in arrow from second arrow from first from Stop / Give Way length limit
each lane, although sometimes three may be needed. Distance of third Distance of second Distance of first arrow Arrow Speed
Table 13-1 gives recommended arrow sizes and
siting. Arrows or destination markings (see paras 13.4 Table 13-1 Location of lane arrows
to 13.6) should normally be located at least as far
back from the junction as the longest peak hour
traffic queue, but not in advance of a previous main
junction as this might result in confusion. It can be than two lanes on an approach. is a heavy right turn movement, the straight ahead
helpful to locate arrows in conjunction with the principles should be adopted where there are more movements, and on the site conditions. Where there
advance direction signs. in order to exclude non-filtering traffic. Similar upon the relative traffic volumes making the
always be marked with the left arrow marking only, straight ahead, left turn and right turn will depend
13.2 The direction of each arrow head may be varied a traffic signal installation, the filter lane should arrangement of arrows indicating the lanes for
to suit the circumstances, but not more than two side lane. Similarly where there is a left filter arrow at 13.3 On two-lane approaches to junctions, the
directions may be shown on any one arrow. The and left turn arrows should be combined in the near
principal dimensions are indicated in figure 13-1; (see para 1.17).
full details can be found on the working drawings full details can be found on the working drawings
(see para 1.17). principal dimensions are indicated in figure 13-1;
and left turn arrows should be combined in the near directions may be shown on any one arrow. The
13.3 On two-lane approaches to junctions, the side lane. Similarly where there is a left filter arrow at to suit the circumstances, but not more than two
arrangement of arrows indicating the lanes for a traffic signal installation, the filter lane should 13.2 The direction of each arrow head may be varied
straight ahead, left turn and right turn will depend always be marked with the left arrow marking only,
upon the relative traffic volumes making the in order to exclude non-filtering traffic. Similar advance direction signs.
movements, and on the site conditions. Where there principles should be adopted where there are more helpful to locate arrows in conjunction with the
is a heavy right turn movement, the straight ahead than two lanes on an approach. junction as this might result in confusion. It can be
traffic queue, but not in advance of a previous main
back from the junction as the longest peak hour
to 13.6) should normally be located at least as far
Table 13-1 Location of lane arrows siting. Arrows or destination markings (see paras 13.4
Table 13-1 gives recommended arrow sizes and
Speed Arrow Distance of first arrow Distance of second Distance of third each lane, although sometimes three may be needed.
limit length from Stop / Give Way arrow from first arrow from second Normally two arrows should be used in sequence in
(mph) (m) (m) (m) (m) and at signal controlled junctions in para 9.9.
at roundabouts is dealt with in paras 8.30 to 8.33,
40 or less 4
15 to 25 30 to 50 30 to 50 indication of the correct lane. The use of lane arrows
50 or 60 6
multi-lane junctions to give drivers advance
70 9 Up to 1.5 times the above distances figure 13-1) should be used on the approach to busy
13.1 Direction arrows to diagram 1038 (see
NOTE: The greater distances shown for the arrows should be used on roads subject to higher traffic speeds.
LANE ARROWS
13 ARROWS AND LANE DESTINATIONS
80
81
ARROWS AND LANE DESTINATIONS
LANE DESTINATIONS vehicles. Although abbreviations may be used, these

must be understandable not only to local drivers, but
13.4 Worded lane destinations (diagram 1035, see also to those unfamiliar with the area. Abbreviations
figure 13-2) reinforcing the information shown on on the signs must be recognisable as the same
the advance direction signs may be marked on the destinations as those on the road, where fewer letters
carriageway on the approach to junctions. These will might need to be used.
normally be used with lane destination arrows,
although the latter may be omitted. In confirming 13.5 Two sizes are prescribed for the legend,
which lane to use, the markings provide drivers with 1600 mm and 2800 mm. The smaller size is intended
an alternative indication to the advance direction to be used when the speed limit is 40 mph or less,
sign in the event of it being obscured by high and the larger when it is more than 40 mph.
and the larger when it is more than 40 mph. sign in the event of it being obscured by high
to be used when the speed limit is 40 mph or less, an alternative indication to the advance direction
1600 mm and 2800 mm. The smaller size is intended which lane to use, the markings provide drivers with
13.5 Two sizes are prescribed for the legend, although the latter may be omitted. In confirming
normally be used with lane destination arrows,
might need to be used. carriageway on the approach to junctions. These will
destinations as those on the road, where fewer letters the advance direction signs may be marked on the
on the signs must be recognisable as the same figure 13-2) reinforcing the information shown on
also to those unfamiliar with the area. Abbreviations 13.4 Worded lane destinations (diagram 1035, see
must be understandable not only to local drivers, but
vehicles. Although abbreviations may be used, these LANE DESTINATIONS
81
82
MANDATORY TURNS indicate a route through a junction, or used in pairs

to indicate that opposing right-turning traffic should
13.6 Lane arrows supplemented with the legend pass near side to near side (see para 13.8). When
TURN LEFT (see figure 13-3), TURN RIGHT and used in pairs, a gap of at least one metre should be
AHEAD ONLY are prescribed as diagrams 1036.1, left between each arrow. Two lengths are prescribed
1036.2 and 1037.1 respectively. These versions may for the arrow, 3025 mm or 4450 mm; normally the
be used only where they indicate the effect of a larger size will be appropriate, but at very restricted
statutory prohibition (direction 7). The markings are sites it may be necessary to use the smaller arrow.
used to reinforce a green arrow traffic signal or a These arrows are identical to those that form part of
regulatory turn sign, e.g. entry into a one-way road the mini-roundabout marking to diagram 1003.4 (see
where all traffic is required to turn in the same figure 8-2) and shown on working drawing P1003.4
direction. The legend may be laid in a single line (see para 1.17).
across two lanes or in two rows, as shown in
figure 13-3. 13.8 Figure 13-5 shows the use of a pair of arrows to
diagram 1038.1 at a signal controlled junction.
Where a signal phase permits opposing right turns
GUIDANCE ARROWS but no ahead movements from the right turn lanes,
and there are no opposing dedicated lanes, use of
13.7 Lane markings may be laid in the junction the arrows to indicate that vehicles should pass near
where some guidance to traffic is considered to be side to near side will help prevent conflict. If the
helpful, although care should be taken that the number of right-turning vehicles is high, it would be
meaning is clear to drivers on all approaches. Arrows of benefit to provide a dedicated right turn lane even
to diagram 1038.1 (figure 13-4) may be used to if a separate signal stage is not provided.
if a separate signal stage is not provided. to diagram 1038.1 (figure 13-4) may be used to
of benefit to provide a dedicated right turn lane even meaning is clear to drivers on all approaches. Arrows
number of right-turning vehicles is high, it would be helpful, although care should be taken that the
side to near side will help prevent conflict. If the where some guidance to traffic is considered to be
the arrows to indicate that vehicles should pass near 13.7 Lane markings may be laid in the junction
and there are no opposing dedicated lanes, use of
but no ahead movements from the right turn lanes, GUIDANCE ARROWS
Where a signal phase permits opposing right turns
diagram 1038.1 at a signal controlled junction.
13.8 Figure 13-5 shows the use of a pair of arrows to figure 13-3.
across two lanes or in two rows, as shown in
(see para 1.17). direction. The legend may be laid in a single line
figure 8-2) and shown on working drawing P1003.4 where all traffic is required to turn in the same
the mini-roundabout marking to diagram 1003.4 (see regulatory turn sign, e.g. entry into a one-way road
These arrows are identical to those that form part of used to reinforce a green arrow traffic signal or a
sites it may be necessary to use the smaller arrow. statutory prohibition (direction 7). The markings are
larger size will be appropriate, but at very restricted be used only where they indicate the effect of a
for the arrow, 3025 mm or 4450 mm; normally the 1036.2 and 1037.1 respectively. These versions may
left between each arrow. Two lengths are prescribed AHEAD ONLY are prescribed as diagrams 1036.1,
used in pairs, a gap of at least one metre should be TURN LEFT (see figure 13-3), TURN RIGHT and
pass near side to near side (see para 13.8). When 13.6 Lane arrows supplemented with the legend
to indicate that opposing right-turning traffic should
indicate a route through a junction, or used in pairs MANDATORY TURNS
82
83
83
84

where it has developed adequate width. and the shortest (8 m) elsewhere. It should be noted
commencement of the deceleration lane, at a point other roads with a speed limit greater than 40 mph,
DEFLECTION ARROWS should be to site the arrow shortly after the dual carriageway roads, the medium (16 m) for use on
used as a guide for other sizes of arrows; the aim is for use on motorways or high speed all-purpose
13.9 Deflection arrows to diagram 1014 (see long arrow in relation to other markings. This may be 13.12 Three sizes are prescribed. The longest (32 m)
figure 13-6) are used in advance of: 13.14 Figure 13-8 indicates the location of the 32 m
on the main carriageway.
(i) double white line markings to diagrams not the lane from which traffic turns right. for the junction without impeding through vehicles
1013.1 and 1013.3, to warn of the and right) must not be used in a through lane if it is that the full length of the lane is used to slow down
approaching restriction and to direct traffic to diagram 1038 indicating a right turn (or ahead the deceleration lane at its commencement, ensuring
to the correct side (see paras 5.13 to 5.16), dedicated right turn lanes on other roads. The arrow 13.11 Bifurcation arrows serve to guide vehicles into
central reservation of dual carriageways and
(ii) markings to diagrams 1040, 1040.3 and right turn movements into deceleration lanes in the approach to junctions.
1040.4, to warn of a hazard or change of 13.13 The arrow marking may be reversed to suit commencement of deceleration lanes on the
direction and to indicate the side on which figure 13-7) should be provided at the
traffic should pass (see paras 4.50 deceleration lane. 13.10 These markings to diagram 1039 (see
and 4.53), the turning arrow will then just encroach into the
arrow should be laid in the centre of the ahead lane; BIFURCATION ARROWS
(iii) cycle or bus lane boundary markings to the working drawings (see para 1.17). The ahead
diagram 1049, to indicate the side on detailed dimensions, reference should be made to
which other vehicles should pass them (see heads is 2100 mm for all three sizes of marking. For right in appropriate circumstances.
paras 16.6 and 17.7 respectively), and that the lateral distance between the tips of the arrow The arrow may be reversed so that it points to the
(iv) arch bridges, in conjunction with the edge for high vehicles (see paras 22.5 to 22.10).
of carriageway marking to diagram 1010 VEHS), to indicate the most suitable path
and the marking to diagram 1024.1 (HIGH and the marking to diagram 1024.1 (HIGH
VEHS), to indicate the most suitable path of carriageway marking to diagram 1010
for high vehicles (see paras 22.5 to 22.10). (iv) arch bridges, in conjunction with the edge
The arrow may be reversed so that it points to the that the lateral distance between the tips of the arrow paras 16.6 and 17.7 respectively), and
right in appropriate circumstances. heads is 2100 mm for all three sizes of marking. For which other vehicles should pass them (see
detailed dimensions, reference should be made to diagram 1049, to indicate the side on
the working drawings (see para 1.17). The ahead (iii) cycle or bus lane boundary markings to
BIFURCATION ARROWS arrow should be laid in the centre of the ahead lane;
the turning arrow will then just encroach into the and 4.53),
13.10 These markings to diagram 1039 (see deceleration lane. traffic should pass (see paras 4.50
figure 13-7) should be provided at the direction and to indicate the side on which
commencement of deceleration lanes on the 13.13 The arrow marking may be reversed to suit 1040.4, to warn of a hazard or change of
approach to junctions. right turn movements into deceleration lanes in the (ii) markings to diagrams 1040, 1040.3 and
central reservation of dual carriageways and
13.11 Bifurcation arrows serve to guide vehicles into dedicated right turn lanes on other roads. The arrow to the correct side (see paras 5.13 to 5.16),
the deceleration lane at its commencement, ensuring to diagram 1038 indicating a right turn (or ahead approaching restriction and to direct traffic
that the full length of the lane is used to slow down and right) must not be used in a through lane if it is 1013.1 and 1013.3, to warn of the
for the junction without impeding through vehicles not the lane from which traffic turns right. double white line markings to diagrams (i)
on the main carriageway.
13.14 Figure 13-8 indicates the location of the 32 m figure 13-6) are used in advance of:
13.12 Three sizes are prescribed. The longest (32 m) long arrow in relation to other markings. This may be 13.9 Deflection arrows to diagram 1014 (see
is for use on motorways or high speed all-purpose used as a guide for other sizes of arrows; the aim
dual carriageway roads, the medium (16 m) for use on should be to site the arrow shortly after the DEFLECTION ARROWS
other roads with a speed limit greater than 40 mph, commencement of the deceleration lane, at a point
and the shortest (8 m) elsewhere. It should be noted where it has developed adequate width. ARROWS AND LANE DESTINATIONS
84
85
85
86
14 TRAFFIC ISLANDS
GENERAL SUCCESSION OF ISLANDS clearance to refuge.

cause undue delays to other vehicles. 2. See para 4.23 for details of minimum lateral
14.1 The simplest means of marking approaches to 14.5 On four-lane single carriageway roads, sited in relation to the island positions so as not to be used only where unavoidable.
traffic islands is to use inclined warning lines to pedestrian refuge islands may be provided to prevent obstruction. Bus stops need to be carefully wherever practicable; the absolute minimum should
diagram 1004 / 1004.1 as described in para 4.23. discourage excessive vehicle speeds and help prohibitions may be needed adjacent to islands to 1. The preferred minimum taper should be used
Where greater emphasis is required, hatched pedestrians to cross. problems if a vehicle breaks down. Waiting NOTES
markings to diagram 1040 may be used (see passing slow vehicles difficult, and may cause
paras 4.49 to 4.51). Details of the recommended 14.6 The marking to diagram 1040.2 (see in order to overtake. In addition, this layout will make
1 in 50 1 in 50 51 to 60
minimum tapers are given in table 14-1 and figure 14-1) may be provided as a more emphatic intimidating if large vehicles have to pass very close
1 in 40 1 in 45 41 to 50
guidance on the size of the markings in para 4.49. alternative to the use of the inclined warning needs of cyclists must be considered; it can be
1 in 30 1 in 40 31 to 40
markings described in para 4.23. The hatched figure 14-2 might be appropriate. However, the
1 in 20 1 in 40 Up to 30
14.2 It is important that the inclined warning line or marking discourages overtaking manoeuvres on 14.8 On narrower roads, the arrangement shown in
the boundary line of a hatched marking guides traffic the approach to each refuge. taper taper (mph)
safely past the obstruction. Recommended clearances turners (see paras 7.2 to 7.12). minimum minimum speed
between the back of the line and the edge of a 14.7 Where access is required across the centre of involving the dedication of the outside lane to right Absolute Preferred 85 percentile
refuge are set out in para 4.23. The use of bi- the road to minor roads, the hatching may be design of right turn lane will be necessary, possibly
directional road studs with diagram 1040 (or 1040.2) omitted over a short length and replaced by a movements cannot be prohibited then a standard Table 14-1 Tapers on the approach to refuges
is not recommended, for the reasons explained in warning line to diagram 1004 / 1004.1 along the junction is with a major road and the right turn
para 6.5. edge nearer the minor road. This will provide a vehicles may turn right out of the minor road. If the Chapter 4, section 23).
narrow right turn lane. A right turn arrow to diagram emphasised by retaining the hatching even though its presence more conspicuous from a distance (see
14.3 Where traffic may pass on either side of an 1038 may be used in this lane, but a bifurcation turns into the minor road are prohibited, this can be other vehicles; the use of a white beacon will make
island, e.g. at a pedestrian refuge in a one-way street, arrow (diagram 1039) at the entry point should not some protection to right-turning vehicles. If right 14.4 A driver's view of an island may be obscured by
a chevron marking to diagram 1041 is used (see also be used unless the turning lane is at least 2.5 m wide paragraph helps to highlight the junction and give
para 4.60). (see para 7.10). Marking in accordance with this (see para 7.10). Marking in accordance with this para 4.60).
paragraph helps to highlight the junction and give be used unless the turning lane is at least 2.5 m wide a chevron marking to diagram 1041 is used (see also
14.4 A driver's view of an island may be obscured by some protection to right-turning vehicles. If right arrow (diagram 1039) at the entry point should not island, e.g. at a pedestrian refuge in a one-way street,
other vehicles; the use of a white beacon will make turns into the minor road are prohibited, this can be 1038 may be used in this lane, but a bifurcation 14.3 Where traffic may pass on either side of an
its presence more conspicuous from a distance (see emphasised by retaining the hatching even though narrow right turn lane. A right turn arrow to diagram
Chapter 4, section 23). vehicles may turn right out of the minor road. If the edge nearer the minor road. This will provide a para 6.5.
junction is with a major road and the right turn warning line to diagram 1004 / 1004.1 along the is not recommended, for the reasons explained in
Table 14-1 Tapers on the approach to refuges movements cannot be prohibited then a standard omitted over a short length and replaced by a directional road studs with diagram 1040 (or 1040.2)
design of right turn lane will be necessary, possibly the road to minor roads, the hatching may be refuge are set out in para 4.23. The use of bi-
85 percentile Preferred Absolute involving the dedication of the outside lane to right 14.7 Where access is required across the centre of between the back of the line and the edge of a
speed minimum minimum turners (see paras 7.2 to 7.12). safely past the obstruction. Recommended clearances
(mph) taper taper the approach to each refuge. the boundary line of a hatched marking guides traffic
14.8 On narrower roads, the arrangement shown in marking discourages overtaking manoeuvres on 14.2 It is important that the inclined warning line or
Up to 30 1 in 40 1 in 20
figure 14-2 might be appropriate. However, the markings described in para 4.23. The hatched
31 to 40 1 in 40 1 in 30
needs of cyclists must be considered; it can be alternative to the use of the inclined warning guidance on the size of the markings in para 4.49.
41 to 50 1 in 45 1 in 40
intimidating if large vehicles have to pass very close figure 14-1) may be provided as a more emphatic minimum tapers are given in table 14-1 and
51 to 60 1 in 50 1 in 50
in order to overtake. In addition, this layout will make 14.6 The marking to diagram 1040.2 (see paras 4.49 to 4.51). Details of the recommended
passing slow vehicles difficult, and may cause markings to diagram 1040 may be used (see
NOTES problems if a vehicle breaks down. Waiting pedestrians to cross. Where greater emphasis is required, hatched
1. The preferred minimum taper should be used prohibitions may be needed adjacent to islands to discourage excessive vehicle speeds and help diagram 1004 / 1004.1 as described in para 4.23.
wherever practicable; the absolute minimum should prevent obstruction. Bus stops need to be carefully pedestrian refuge islands may be provided to traffic islands is to use inclined warning lines to
be used only where unavoidable. sited in relation to the island positions so as not to 14.5 On four-lane single carriageway roads, 14.1 The simplest means of marking approaches to
2. See para 4.23 for details of minimum lateral cause undue delays to other vehicles.
clearance to refuge. SUCCESSION OF ISLANDS GENERAL
14 TRAFFIC ISLANDS
86
87
TRAFFIC ISLANDS
TRAFFIC ISLANDS
87
88
15 PEDESTRIAN CROSSINGS
(iii) road studs (see paras 15.27 to 15.28). guidance on how to determine crossing width) are
10 m long in the direction of travel (see para 15.2 for
GENERAL laid across the full width of the carriageway. Road paras 15.14 to 15.26), and 15.5 Black and white stripes, between 2.4 m and
studs at Zebra crossings (see paras 15.27 and 15.28) (ii) zig-zag lines including terminal lines (see
15.1 Markings for Zebra, Pelican and Puffin crossings are optional. Where used, they are placed not more (iv) road studs (see paras 15.27 to 15.28).
are prescribed in the Zebra, Pelican and Puffin than 155 mm from each end of the stripes. A post for Stop lines (see para 15.10), (i)
Pedestrian Crossings Regulations and General mounting the yellow globe indicating the crossing paras 15.14 to 15.26), and
Directions 1997 (the Pedestrian Crossings must be placed at each end, normally on the side controlled areas are: (iii) zig-zag lines including terminal lines (see
Regulations). Toucan and equestrian crossings are closest to approaching traffic. presence of these crossings (see figure 15-2) and their
marked using diagrams 1001.3, 1055.1 and 1055.2 15.9 The carriageway markings used to indicate the (ii) Give Way lines lines (see para 15.8),
prescribed in the Traffic Signs Regulations and 15.6 The stripes immediately adjacent to the edge of
General Directions 2002. More detailed guidance on the carriageway must be black and be not more than PELICAN, PUFFIN AND TOUCAN CROSSINGS paras 15.5 to 15.7),
the provision of pedestrian crossings can be found in 1.3 m wide. All other stripes, both black and white, alternate black and white stripes (see (i)
Local Transport Notes 1 / 95 (ISBN 0-11-551625-5) must be of equal width and not less than 500 mm
and 2 / 95 (ISBN 0-11-551626-3). nor more than 715 mm wide. The Pedestrian Regulations). and its controlled areas (see figure 15-1) are:
Crossings Regulations permit the minimum to be (Schedule 1 para 11(3) of the Pedestrian Crossings 15.4 The markings used to indicate a zebra crossing
15.2 The width of a pedestrian crossing is reduced to 380 mm and the maximum increased to 3 m limit may be increased up to 10 m if necessary
determined by the pedestrian flow. An extra 0.5 m 840 mm where an authority considers it necessary extend across the full width of the carriageway. This ZEBRA CROSSINGS
should be added to the minimum width of 2.4 m for having regard to the road layout, e.g. stripes might crossing, whether or not studs are used, and must
each 125 pedestrians per hour above 600, averaged be narrowed to increase the number on a narrow 1.1 m and 3 m from the edge of the stripes on the
over the four peak hours, up to the statutory carriageway, or widened to reduce the number on a and is 200 mm wide. It is normally sited between other vehicles.
maximum width of 10 m. wide carriageway. line comprising 500 mm marks and 500 mm gaps, prohibition when stopping at the line alongside
15.8 The Give Way line consists of a single broken ensures that drivers do not violate the overtaking
15.3 Crossings should normally be positioned at 15.7 The white stripes may be illuminated with then not parallel to the edge of the crossing. This
right angles to the carriageway edge. Where this is retroreflecting material. The carriageway surface may reasonable contrast with the white. as possible be at a right angle to the kerb, even if it is
impracticable, the Give Way or Stop line should as far be used to represent the black stripes if it provides a be used to represent the black stripes if it provides a impracticable, the Give Way or Stop line should as far
as possible be at a right angle to the kerb, even if it is reasonable contrast with the white. retroreflecting material. The carriageway surface may right angles to the carriageway edge. Where this is
then not parallel to the edge of the crossing. This 15.7 The white stripes may be illuminated with 15.3 Crossings should normally be positioned at
ensures that drivers do not violate the overtaking 15.8 The Give Way line consists of a single broken
prohibition when stopping at the line alongside line comprising 500 mm marks and 500 mm gaps, wide carriageway. maximum width of 10 m.
other vehicles. and is 200 mm wide. It is normally sited between carriageway, or widened to reduce the number on a over the four peak hours, up to the statutory
1.1 m and 3 m from the edge of the stripes on the be narrowed to increase the number on a narrow each 125 pedestrians per hour above 600, averaged
crossing, whether or not studs are used, and must having regard to the road layout, e.g. stripes might should be added to the minimum width of 2.4 m for
ZEBRA CROSSINGS extend across the full width of the carriageway. This 840 mm where an authority considers it necessary determined by the pedestrian flow. An extra 0.5 m
3 m limit may be increased up to 10 m if necessary reduced to 380 mm and the maximum increased to 15.2 The width of a pedestrian crossing is
15.4 The markings used to indicate a zebra crossing (Schedule 1 para 11(3) of the Pedestrian Crossings Crossings Regulations permit the minimum to be
and its controlled areas (see figure 15-1) are: Regulations). nor more than 715 mm wide. The Pedestrian and 2 / 95 (ISBN 0-11-551626-3).
must be of equal width and not less than 500 mm Local Transport Notes 1 / 95 (ISBN 0-11-551625-5)
(i) alternate black and white stripes (see 1.3 m wide. All other stripes, both black and white, the provision of pedestrian crossings can be found in
paras 15.5 to 15.7), PELICAN, PUFFIN AND TOUCAN CROSSINGS the carriageway must be black and be not more than General Directions 2002. More detailed guidance on
15.6 The stripes immediately adjacent to the edge of prescribed in the Traffic Signs Regulations and
(ii) Give Way lines lines (see para 15.8), 15.9 The carriageway markings used to indicate the marked using diagrams 1001.3, 1055.1 and 1055.2
presence of these crossings (see figure 15-2) and their closest to approaching traffic. Regulations). Toucan and equestrian crossings are
(iii) zig-zag lines including terminal lines (see controlled areas are: must be placed at each end, normally on the side Directions 1997 (the Pedestrian Crossings
paras 15.14 to 15.26), and mounting the yellow globe indicating the crossing Pedestrian Crossings Regulations and General
(i) Stop lines (see para 15.10), than 155 mm from each end of the stripes. A post for are prescribed in the Zebra, Pelican and Puffin
(iv) road studs (see paras 15.27 to 15.28). are optional. Where used, they are placed not more 15.1 Markings for Zebra, Pelican and Puffin crossings
(ii) zig-zag lines including terminal lines (see studs at Zebra crossings (see paras 15.27 and 15.28)
15.5 Black and white stripes, between 2.4 m and paras 15.14 to 15.26), and laid across the full width of the carriageway. Road GENERAL
10 m long in the direction of travel (see para 15.2 for
guidance on how to determine crossing width) are (iii) road studs (see paras 15.27 to 15.28).
15 PEDESTRIAN CROSSINGS
88
89
PEDESTRIAN CROSSINGS
89
90
90
91
should be laid on each side of the carriageway, with
15.15 At Zebra crossings, a longitudinal zig-zag line
15.10 The Stop line to diagram 1001 indicates the another in the centre. On carriageways up to 6 m in
with zig-zags (see figures 15-1 and 15-2). position where traffic must stop when signalled to do width, the latter may be replaced with a warning line
Give Way or Stop line and the terminal line is marked so (see also para 3.7). The Stop line must be placed at to diagram 1004. On carriageways more than 6 m
including the terminal line. The length between the least 1.7 m and normally not more than 3 m from the wide, a zig-zag line is always used as the centre line.
extends from the limit of the crossing up to and studs. This distance may be extended to a maximum On multi-lane approaches, the lane lines should also
controlled area over which the Regulations apply of 10 m if necessary (Schedule 4 para 5(3) of the be replaced with zig-zag markings. Where there is a
be used at crossings at signalled road junctions. The Pedestrian Crossings Regulations). On two-way roads pedestrian refuge, a double row of zig-zag markings
pattern comprising eight 2 m marks. They must not the Stop line extends from the edge to the centre should be used in the centre.
Puffin, Toucan and equestrian crossings, the standard line, and on one-way roads across the full width.
15.14 Zig-zag markings are used at Zebra, Pelican, 15.16 The zig-zag marks are angled between two
guide lines 500 mm apart. In standard and all longer
ZIG-ZAG AND TERMINAL LINES EQUESTRIAN CROSSINGS patterns, the unit length of each zig-zag mark should
be 2 m. They may be set out using a stencil
15.11 The markings at equestrian crossings positioned between the guide lines (see figure 15-3).
by signals (see figures 9-1 and 9-2 and para 9.15). (diagram 1055.2) are similar to those at Pelicans
cross whether or not they are themselves controlled except that a second crossing place is provided for
under the control of signals, or where pedestrians horses (see figure 15-4). Where no facility is required
to diagram 1055.1 may be used where cyclists cross for other users, diagram 1055.1 is used.
15.13 At traffic signal controlled junctions, markings
15.12 The two crossing places are placed a minimum
OTHER CROSSINGS of 3 m apart to prevent pedestrians and cyclists being
intimidated by horses. In order to deter drivers from
stopping between the two crossings, the separation
must be no greater than 5 m. must be no greater than 5 m.
stopping between the two crossings, the separation
intimidated by horses. In order to deter drivers from
of 3 m apart to prevent pedestrians and cyclists being OTHER CROSSINGS
15.12 The two crossing places are placed a minimum
15.13 At traffic signal controlled junctions, markings
for other users, diagram 1055.1 is used. to diagram 1055.1 may be used where cyclists cross
horses (see figure 15-4). Where no facility is required under the control of signals, or where pedestrians
except that a second crossing place is provided for cross whether or not they are themselves controlled
(diagram 1055.2) are similar to those at Pelicans by signals (see figures 9-1 and 9-2 and para 9.15).
positioned between the guide lines (see figure 15-3). 15.11 The markings at equestrian crossings
be 2 m. They may be set out using a stencil
patterns, the unit length of each zig-zag mark should EQUESTRIAN CROSSINGS ZIG-ZAG AND TERMINAL LINES
guide lines 500 mm apart. In standard and all longer
15.16 The zig-zag marks are angled between two 15.14 Zig-zag markings are used at Zebra, Pelican,
line, and on one-way roads across the full width. Puffin, Toucan and equestrian crossings, the standard
should be used in the centre. the Stop line extends from the edge to the centre pattern comprising eight 2 m marks. They must not
pedestrian refuge, a double row of zig-zag markings Pedestrian Crossings Regulations). On two-way roads be used at crossings at signalled road junctions. The
be replaced with zig-zag markings. Where there is a of 10 m if necessary (Schedule 4 para 5(3) of the controlled area over which the Regulations apply
On multi-lane approaches, the lane lines should also studs. This distance may be extended to a maximum extends from the limit of the crossing up to and
wide, a zig-zag line is always used as the centre line. least 1.7 m and normally not more than 3 m from the including the terminal line. The length between the
to diagram 1004. On carriageways more than 6 m so (see also para 3.7). The Stop line must be placed at Give Way or Stop line and the terminal line is marked
width, the latter may be replaced with a warning line position where traffic must stop when signalled to do with zig-zags (see figures 15-1 and 15-2).
another in the centre. On carriageways up to 6 m in 15.10 The Stop line to diagram 1001 indicates the
15.15 At Zebra crossings, a longitudinal zig-zag line
should be laid on each side of the carriageway, with
91
92
92
93
unequal. number should be adopted.
for the marks on each side of the carriageway is two recommended numbers of marks, the lower
of the controlled area where the distance available 3. Where a length in the first column is common to 15.17 The length of the section of controlled area 15.18 For controlled area lengths between 2.750 m
exception to this rule to provide maximum coverage zig-zag marks. from the Give Way or Stop line to the terminal line and 17.585 m, the appropriate number of zig-zag
Pedestrian Crossings Regulations allow for an 2. Crossings must not be laid with fewer than two inclusive (the marked controlled area, L in para 15.18) marks should be determined from table 15-1. The
comprise the same number of marks. However, the Give Way line and the limit of the crossing. equals NX + (N+1)150 + Y + Z, where N = the longitudinal limit of each mark (X in figure 15-3) is
15.22 Normally all zig-zag lines in a pattern should 15-2, excluding the distance between the Stop or number of zig-zag lines, X = the longitudinal limit of obtained from the formula X = L - 350 - Y - 150 N
the controlled area detailed on figures 15-1 and each mark (see figure 15-3), Y = the width of the N
the restrictions extend to the back of the lay-by. 1. The length indicated in the first column consists of Give Way or Stop line and Z = the width of the where L = the overall length available for marking,
along the edge of the main carriageway. However, NOTES terminal line (all dimensions in millimetres). For a 2 m Y = the width of the Give Way or Stop line and
controlled area, the zig-zag markings should be laid mark, X = 1.979 m, and the length L for eight 2 m N = the number of marks required from table 15-1
15.21 Where part of a lay-by lies within the marks is 17.585 m. Where a longer approach marking (all dimensions in millimetres).
8 15.500 - 17.585
is required, e.g. where visibility is poor or the speed
7 13.000 - 15.500
priority signal over traffic on the major road. of traffic is high, the number of marks may be 15.19 Crossings on major roads should be located
6 11.000 - 13.000
drivers might mistake a vehicular green signal for a increased up to a maximum of 18. The aim should be away from conflict points at uncontrolled junctions.
5 9.000 - 11.000
pedestrian crossings are sited too close to junctions, to lay at least the standard pattern of eight 2 m marks The controlled area may extend across the mouth of
4 6.500 - 9.000
there are large numbers turning. If signalled on both sides of the crossing. Where site constraints a side road but it should never stop between the two
3 4.500 - 6.500
road. More vehicles should be accommodated if prevent this, the length of the zig-zag marks may be projected kerb lines of the minor road. If this would
2 2.750 - 4.500
crossing without obstructing traffic on the major varied to a minimum of 1 m and the number of marks otherwise occur, the zig-zag lines should be extended
vehicle turning into the minor road to wait at the (m) length zig-zag marks reduced to a minimum of two. Zig-zag marks shorter to the projection of the far kerb line of the side road.
It should be the aim to provide room for at least one marked controlled area number of equal than 2 m should be used only to indicate a controlled
extend beyond the nearer kerb line of the major road. Length available for the Recommended area of fewer than eight marks. Even then marks as 15.20 Crossings on minor roads close to junctions
markings to be laid. The controlled area should never near as possible to the maximum 2 m length should will tend to restrict the layout of the controlled area
necessary to enable the minimum pattern of Table 15-1 Numbers of zig-zags be provided, using a smaller number if necessary; markings. To preserve the effectiveness of a junction
it. This distance may be reduced to 500 mm if each mark in each zig-zag line must be substantially Give Way or Stop line, the terminal line of the zig-zag
markings should not normally be less than 1 m from the same length as the other marks in the same line. the same length as the other marks in the same line. markings should not normally be less than 1 m from
Give Way or Stop line, the terminal line of the zig-zag each mark in each zig-zag line must be substantially it. This distance may be reduced to 500 mm if
markings. To preserve the effectiveness of a junction be provided, using a smaller number if necessary; Table 15-1 Numbers of zig-zags necessary to enable the minimum pattern of
will tend to restrict the layout of the controlled area near as possible to the maximum 2 m length should markings to be laid. The controlled area should never
15.20 Crossings on minor roads close to junctions area of fewer than eight marks. Even then marks as Length available for the Recommended extend beyond the nearer kerb line of the major road.
than 2 m should be used only to indicate a controlled marked controlled area number of equal It should be the aim to provide room for at least one
to the projection of the far kerb line of the side road. reduced to a minimum of two. Zig-zag marks shorter (m) length zig-zag marks vehicle turning into the minor road to wait at the
otherwise occur, the zig-zag lines should be extended varied to a minimum of 1 m and the number of marks crossing without obstructing traffic on the major
2.750 - 4.500 2
projected kerb lines of the minor road. If this would prevent this, the length of the zig-zag marks may be road. More vehicles should be accommodated if
4.500 - 6.500 3
a side road but it should never stop between the two on both sides of the crossing. Where site constraints there are large numbers turning. If signalled
6.500 - 9.000 4
The controlled area may extend across the mouth of to lay at least the standard pattern of eight 2 m marks pedestrian crossings are sited too close to junctions,
9.000 - 11.000 5
away from conflict points at uncontrolled junctions. increased up to a maximum of 18. The aim should be drivers might mistake a vehicular green signal for a
11.000 - 13.000 6
15.19 Crossings on major roads should be located of traffic is high, the number of marks may be priority signal over traffic on the major road.
13.000 - 15.500 7
is required, e.g. where visibility is poor or the speed
15.500 - 17.585 8
(all dimensions in millimetres). marks is 17.585 m. Where a longer approach marking 15.21 Where part of a lay-by lies within the
N = the number of marks required from table 15-1 mark, X = 1.979 m, and the length L for eight 2 m controlled area, the zig-zag markings should be laid
Y = the width of the Give Way or Stop line and terminal line (all dimensions in millimetres). For a 2 m NOTES along the edge of the main carriageway. However,
where L = the overall length available for marking, Give Way or Stop line and Z = the width of the 1. The length indicated in the first column consists of the restrictions extend to the back of the lay-by.
N each mark (see figure 15-3), Y = the width of the the controlled area detailed on figures 15-1 and
obtained from the formula X = L - 350 - Y - 150 N number of zig-zag lines, X = the longitudinal limit of 15-2, excluding the distance between the Stop or 15.22 Normally all zig-zag lines in a pattern should
longitudinal limit of each mark (X in figure 15-3) is equals NX + (N+1)150 + Y + Z, where N = the Give Way line and the limit of the crossing. comprise the same number of marks. However, the
marks should be determined from table 15-1. The inclusive (the marked controlled area, L in para 15.18) 2. Crossings must not be laid with fewer than two Pedestrian Crossings Regulations allow for an
and 17.585 m, the appropriate number of zig-zag from the Give Way or Stop line to the terminal line zig-zag marks. exception to this rule to provide maximum coverage
15.18 For controlled area lengths between 2.750 m 15.17 The length of the section of controlled area 3. Where a length in the first column is common to of the controlled area where the distance available
two recommended numbers of marks, the lower for the marks on each side of the carriageway is
number should be adopted. unequal.
93
94
15.23 On dual carriageway roads and one-way crossing, except at Zebra crossings where studs are
streets, at least the standard pattern of eight 2 m optional and the limits are indicated by the stripes.
marks should be laid on both sides of the crossing At equestrian crossings, two crossing points are road humps, see para 21.17. the carriageway. They delineate the limits of the
wherever possible (see also para 15.17). provided (see paras 15.11, 15.12 and figure 15-4). 15.29 For guidance on the placing of crossings on 15.27 Road studs are arranged in two lines across
15.24 Where a crossing is situated close to a 15.28 Studs may be omitted at Zebra crossings, TRAFFIC CALMING ROAD STUDS
roundabout, the markings should never be extended but must be provided at all other crossings. When
into the circulatory area, and they should be subject provided, they must comply with the following
to the restrictions described in para 15.20. requirements: practicable, be parallel to each other. (Schedule 4, Part I, para 3(3)).
they must form straight lines and, as far as approach to a staggered crossing
15.25 The Pedestrian Crossings Regulations permit (i) they must be white, silver or light grey in angles to the edge of the carriageway, but (ii) diagram 1040.2 must be used on the
markings to diagrams 1029 (see paras 22.26 to 22.28 colour and may be laid in road marking (v) the two lines of studs need not be at right
and diagram 6 in Schedule 4 of the Pedestrian material or be conventional non- way road (para 4(2)), and
Crossings Regulations) and 1062 to be used at or reflective road studs, in which case they the edge of the carriageway, and Regulations), and diagram 1041 in a one-
near a crossing. The use of diagram 1062 is described must not project above the carriageway by stud must be no more than 1300 mm from Part I, para 3(2) of the Pedestrian Crossings
in paras 21.7 to 21.16. No other marking may be more than 20 mm at their highest point nor other crossings. The centre of the nearest crossing in a two-way road (Schedule 4,
used within the controlled area, except hatched and more than 6 mm at their edges, than 500 mm nor more than 720 mm for (including pedestrian refuge) of a single
chevron markings in the circumstances described in 715 mm at a Zebra crossing, and not less approach to a central reservation
para 15.26. (ii) they must be either square or circular in be less than 250 mm apart nor more than diagram 1040 may be used on the (i)
shape. The sides of square or the diameter (iv) centres of studs in the same line must not
15.26 The Pedestrian Crossings Regulations do not of circular studs must be not less than circumstances:
permit the use of central hatched or chevron 95 mm nor more than 110 mm, used, and Toucan crossings only in the following
markings within the controlled area of zebra but retroreflecting road studs must not be central double row of zig zags with Pelican, Puffin
crossings. Such markings may be used between a (iii) road marking material may be reflectorised, (iii) road marking material may be reflectorised, crossings. Such markings may be used between a
central double row of zig zags with Pelican, Puffin but retroreflecting road studs must not be markings within the controlled area of zebra
and Toucan crossings only in the following used, 95 mm nor more than 110 mm, permit the use of central hatched or chevron
circumstances: of circular studs must be not less than 15.26 The Pedestrian Crossings Regulations do not
(iv) centres of studs in the same line must not shape. The sides of square or the diameter
(i) diagram 1040 may be used on the be less than 250 mm apart nor more than (ii) they must be either square or circular in para 15.26.
approach to a central reservation 715 mm at a Zebra crossing, and not less chevron markings in the circumstances described in
(including pedestrian refuge) of a single than 500 mm nor more than 720 mm for more than 6 mm at their edges, used within the controlled area, except hatched and
crossing in a two-way road (Schedule 4, other crossings. The centre of the nearest more than 20 mm at their highest point nor in paras 21.7 to 21.16. No other marking may be
Part I, para 3(2) of the Pedestrian Crossings stud must be no more than 1300 mm from must not project above the carriageway by near a crossing. The use of diagram 1062 is described
Regulations), and diagram 1041 in a one- the edge of the carriageway, and reflective road studs, in which case they Crossings Regulations) and 1062 to be used at or
way road (para 4(2)), and material or be conventional non- and diagram 6 in Schedule 4 of the Pedestrian
(v) the two lines of studs need not be at right colour and may be laid in road marking markings to diagrams 1029 (see paras 22.26 to 22.28
(ii) diagram 1040.2 must be used on the angles to the edge of the carriageway, but they must be white, silver or light grey in (i) 15.25 The Pedestrian Crossings Regulations permit
approach to a staggered crossing they must form straight lines and, as far as
(Schedule 4, Part I, para 3(3)). practicable, be parallel to each other. requirements: to the restrictions described in para 15.20.
provided, they must comply with the following into the circulatory area, and they should be subject
but must be provided at all other crossings. When roundabout, the markings should never be extended
ROAD STUDS TRAFFIC CALMING 15.28 Studs may be omitted at Zebra crossings, 15.24 Where a crossing is situated close to a
15.27 Road studs are arranged in two lines across 15.29 For guidance on the placing of crossings on provided (see paras 15.11, 15.12 and figure 15-4). wherever possible (see also para 15.17).
the carriageway. They delineate the limits of the road humps, see para 21.17. At equestrian crossings, two crossing points are marks should be laid on both sides of the crossing
optional and the limits are indicated by the stripes. streets, at least the standard pattern of eight 2 m
crossing, except at Zebra crossings where studs are 15.23 On dual carriageway roads and one-way
94
95
16 CYCLE MARKINGS
of emergency. They may be either with-flow (see
except to pick up or set down passengers, or in case
carriageway which other vehicles must not enter GENERAL
16.4 Mandatory cycle lanes are parts of the
16.1 Cycle facilities may take the form of cycle lanes
MANDATORY CYCLE LANES (see paras 16.4 to 16.13) which run along the road
and form part of the carriageway, and cycle tracks
which are separate from the carriageway and meet
face right. up with it only to cross or join it (see paras 16.14
turn arrow, the cycle symbol should be reversed to to 16.19). Cycle lanes may be mandatory, where
(see paras 16.20 to 16.22). When used with a right other vehicles are excluded for at least part of the
largest (1700 mm) is used with the advanced stop line day (see paras 16.4 to 16.8), or advisory, where other
marking will determine the appropriate size; the vehicles may enter if necessary and when it is safe to
lane available and the required conspicuity of the do so (see paras 16.9 and 16.10). Coloured surfacing
prescribed with alternative dimensions. The width of (see para 16.12) may be helpful.
marking a cycle lane. Diagram 1057 (cycle symbol) is
when used alongside the line to diagram 1049 16.2 Cycle lanes should be a minimum of 1.5 m
1041.1 may have one of the boundary lines omitted wide. Widths less than this give cyclists very little
markings to diagrams 1040, 1040.2, 1041 and room to manoeuvre around debris, surface defects or
arrow (diagram 1059), see paras 16.23 to 16.25. The gulley gratings. Slightly narrower widths may
the SLOW marking (diagram 1058.1) and the lane nevertheless sometimes be helpful over short lengths,
and 1023 (Give Way triangle), and small versions of e.g. on the immediate approach to a junction. Where
1003 (Give Way line), 1009 (edge of carriageway) cycle flows are heavy, there may be advantages in
Regulations prescribe half-size variants of diagrams increasing the width up to 2.0 m, but lanes wider
16.3 For use on cycle lanes and tracks, the than this are likely to be abused by other traffic.
than this are likely to be abused by other traffic. 16.3 For use on cycle lanes and tracks, the
increasing the width up to 2.0 m, but lanes wider Regulations prescribe half-size variants of diagrams
cycle flows are heavy, there may be advantages in 1003 (Give Way line), 1009 (edge of carriageway)
e.g. on the immediate approach to a junction. Where and 1023 (Give Way triangle), and small versions of
nevertheless sometimes be helpful over short lengths, the SLOW marking (diagram 1058.1) and the lane
gulley gratings. Slightly narrower widths may arrow (diagram 1059), see paras 16.23 to 16.25. The
room to manoeuvre around debris, surface defects or markings to diagrams 1040, 1040.2, 1041 and
wide. Widths less than this give cyclists very little 1041.1 may have one of the boundary lines omitted
16.2 Cycle lanes should be a minimum of 1.5 m when used alongside the line to diagram 1049
marking a cycle lane. Diagram 1057 (cycle symbol) is
(see para 16.12) may be helpful. prescribed with alternative dimensions. The width of
do so (see paras 16.9 and 16.10). Coloured surfacing lane available and the required conspicuity of the
vehicles may enter if necessary and when it is safe to marking will determine the appropriate size; the
day (see paras 16.4 to 16.8), or advisory, where other largest (1700 mm) is used with the advanced stop line
other vehicles are excluded for at least part of the (see paras 16.20 to 16.22). When used with a right
to 16.19). Cycle lanes may be mandatory, where turn arrow, the cycle symbol should be reversed to
up with it only to cross or join it (see paras 16.14 face right.
which are separate from the carriageway and meet
and form part of the carriageway, and cycle tracks
(see paras 16.4 to 16.13) which run along the road MANDATORY CYCLE LANES
16.1 Cycle facilities may take the form of cycle lanes
16.4 Mandatory cycle lanes are parts of the
GENERAL carriageway which other vehicles must not enter
except to pick up or set down passengers, or in case
of emergency. They may be either with-flow (see
16 CYCLE MARKINGS
95
96
CYCLE MARKINGS
then also be used.
the times of waiting and loading restrictions must
figure 16-1) or contra-flow (see figure 16-2). Contra- encourage better compliance. Upright signs detailing
flow lanes apply for 24 hours, but with-flow lanes the restrictions do not apply outside these hours, to
may operate for shorter periods, e.g. morning and provide yellow lines and loading marks, even when
evening peak hours. cycle lane. In practice, many authorities nevertheless
some period outside the operational hours of the
16.5 With-flow mandatory cycle lanes are bounded unless it is required to prohibit waiting or loading for
by a 150 mm continuous white line to diagram 1049. lines and kerb “no loading” marks are not necessary,
The marking should be interrupted for the length of operational hours of the lane. Yellow “no waiting”
any bus stop marked by diagram 1025.1. At side road also prohibit waiting and loading during the
junctions the mandatory lane should change to an emergency and statutory purposes). The order should
advisory one bordered by a 150 mm wide line to prohibit other vehicles from using the lane (except for
diagram 1004 or 1004.1; an additional cycle symbol 16.7 A traffic regulation order will be required to
to diagram 1057 should be placed in the lane in
front of drivers emerging from the side road. The must be used at intervals along its length.
marking to diagram 1049 may be continued across arrow to diagram 1014, and signs to diagram 959.1
private driveways; the traffic regulation order should advance of a mandatory cycle lane, together with an
provide exemption for access. lengths. A sign to diagram 958.1 should be used in
well as at suitable intervals on long uninterrupted
16.6 Regulation 4 requires the start of a cycle lane lane and should be repeated after every break, as
to be marked with a broken line to diagram 1009 (diagram 1057) must be placed at the start of the
(600 mm mark, 300 mm gap). If the speed limit is sharper than 1:10. Cycle symbol markings
40 mph or less, the 150 mm wide line is used, by ensuring that the inclination of this line is no
otherwise it should be 200 mm wide. As other adequate warning of the approach should be given
traffic must not enter a mandatory cycle lane, traffic must not enter a mandatory cycle lane,
adequate warning of the approach should be given otherwise it should be 200 mm wide. As other
by ensuring that the inclination of this line is no 40 mph or less, the 150 mm wide line is used,
sharper than 1:10. Cycle symbol markings (600 mm mark, 300 mm gap). If the speed limit is
(diagram 1057) must be placed at the start of the to be marked with a broken line to diagram 1009
lane and should be repeated after every break, as 16.6 Regulation 4 requires the start of a cycle lane
well as at suitable intervals on long uninterrupted
lengths. A sign to diagram 958.1 should be used in provide exemption for access.
advance of a mandatory cycle lane, together with an private driveways; the traffic regulation order should
arrow to diagram 1014, and signs to diagram 959.1 marking to diagram 1049 may be continued across
must be used at intervals along its length. front of drivers emerging from the side road. The
to diagram 1057 should be placed in the lane in
16.7 A traffic regulation order will be required to diagram 1004 or 1004.1; an additional cycle symbol
prohibit other vehicles from using the lane (except for advisory one bordered by a 150 mm wide line to
emergency and statutory purposes). The order should junctions the mandatory lane should change to an
also prohibit waiting and loading during the any bus stop marked by diagram 1025.1. At side road
operational hours of the lane. Yellow “no waiting” The marking should be interrupted for the length of
lines and kerb “no loading” marks are not necessary, by a 150 mm continuous white line to diagram 1049.
unless it is required to prohibit waiting or loading for 16.5 With-flow mandatory cycle lanes are bounded
some period outside the operational hours of the
cycle lane. In practice, many authorities nevertheless evening peak hours.
provide yellow lines and loading marks, even when may operate for shorter periods, e.g. morning and
the restrictions do not apply outside these hours, to flow lanes apply for 24 hours, but with-flow lanes
encourage better compliance. Upright signs detailing figure 16-1) or contra-flow (see figure 16-2). Contra-
the times of waiting and loading restrictions must
then also be used. CYCLE MARKINGS
96
97
CYCLE MARKINGS
provided to allow for carelessly opened car doors.

shown in figure 16-3. Adequate clearance should be 16.8 Contra-flow mandatory cycle lanes (see
may be continued on the off side of a parking bay as figure 16-2) are marked in a similar way to with-flow
and appropriate upright signs. An advisory cycle lane lanes, except that the marking to diagram 1009 at
indicated by the use of yellow lines, kerb markings the commencement of the lane will be laid at right
when the lane is most heavily used and should be angles to it, as the lane normally starts at a junction.
restrictions should be implemented to cover the times The sign to diagram 960.1 is used to warn traffic
uninterrupted lengths. Waiting and loading travelling in the opposite direction. Waiting and
break, as well as at suitable intervals on long loading should be prohibited at all times to avoid the
be placed at the start of the lane and after every lane becoming obstructed and thereby putting
(diagram 1057) and upright signs (diagram 967) must cyclists into conflict with oncoming vehicles.
taper lengths may be used. Cycle symbol markings
45 º are therefore often adequate, although longer
of it. Angles between the line and the kerb of 30 º to ADVISORY CYCLE LANES
essential for other vehicles to be deflected in advance
be 200 mm wide. As the lane is advisory, it is not 16.9 Advisory cycle lanes are parts of the
the 150 mm wide line is used, otherwise it should carriageway which other vehicles should not enter
300 mm gap). If the speed limit is 40 mph or less, unless it is seen to be safe to do so. They should
by a broken line to diagram 1009 (600 mm mark, normally be with-flow (see figure 16-3), but may be
16.10 The start of the cycle lane must be marked contra-flow, in which case the signs would need to
be specially authorised (see para 2.1). They should be
should always be used. bounded by a 100 mm wide warning line to diagram
centre line. For a contra-flow lane, the wider line 1004 where the speed limit is 40 mph or less, or
two-way road it should never be wider than the 1004.1 where it is greater than 40 mph. The line may
be widened to 150 mm for greater emphasis, but in a be widened to 150 mm for greater emphasis, but in a
1004.1 where it is greater than 40 mph. The line may two-way road it should never be wider than the
1004 where the speed limit is 40 mph or less, or centre line. For a contra-flow lane, the wider line
bounded by a 100 mm wide warning line to diagram should always be used.
be specially authorised (see para 2.1). They should be
contra-flow, in which case the signs would need to 16.10 The start of the cycle lane must be marked
normally be with-flow (see figure 16-3), but may be by a broken line to diagram 1009 (600 mm mark,
unless it is seen to be safe to do so. They should 300 mm gap). If the speed limit is 40 mph or less,
carriageway which other vehicles should not enter the 150 mm wide line is used, otherwise it should
16.9 Advisory cycle lanes are parts of the be 200 mm wide. As the lane is advisory, it is not
essential for other vehicles to be deflected in advance
ADVISORY CYCLE LANES of it. Angles between the line and the kerb of 30 º to
45 º are therefore often adequate, although longer
taper lengths may be used. Cycle symbol markings
cyclists into conflict with oncoming vehicles. (diagram 1057) and upright signs (diagram 967) must
lane becoming obstructed and thereby putting be placed at the start of the lane and after every
loading should be prohibited at all times to avoid the break, as well as at suitable intervals on long
travelling in the opposite direction. Waiting and uninterrupted lengths. Waiting and loading
The sign to diagram 960.1 is used to warn traffic restrictions should be implemented to cover the times
angles to it, as the lane normally starts at a junction. when the lane is most heavily used and should be
the commencement of the lane will be laid at right indicated by the use of yellow lines, kerb markings
lanes, except that the marking to diagram 1009 at and appropriate upright signs. An advisory cycle lane
figure 16-2) are marked in a similar way to with-flow may be continued on the off side of a parking bay as
16.8 Contra-flow mandatory cycle lanes (see shown in figure 16-3. Adequate clearance should be
provided to allow for carelessly opened car doors.
CYCLE MARKINGS
97
98
CYCLE MARKINGS
USE OF BUS LANES BY CYCLES 16.15 Where a route is divided into separate parts of the track.
for the use of cyclists and of pedestrians, segregation where both cyclists and pedestrians use the full width
16.11 Cycles are normally allowed to use with-flow may be achieved using the continuous marking to separate parts of the track, or an unsegregated route
bus lanes; the BUS LANE marking to diagram 1048 is diagram 1049 (150 mm width) or by the raised with pedestrians where cyclists and pedestrians use
used. Upright signs to diagram 958 and 959 indicate profile marking to diagram 1049.1 (see figure 16-4). a route for cycles only, a segregated route shared
that cycles may use the lane. Where cycles are The latter is more easily detected by blind and entirely distinct from the road system. It may form
permitted to use contra-flow bus lanes, markings to partially-sighted pedestrians. Alternatively, separation part of a highway, or form a separate highway
diagram 1048.1 BUS AND (cycle symbol) LANE must may be effected by the use of railings, a difference in 16.14 A cycle track may be a physically segregated
be used in place of diagram 1048. This marking must level, or by the use of contrasting coloured surfaces
not be used in with-flow bus lanes. (direction 33). CYCLE TRACKS
COLOURED ROAD SURFACES the carriageway.

but the zig-zag marking must remain at the edge of
16.12 Cycle lanes and cycle reservoirs (see area (although not through the crossing place itself),
paras 16.20 to 16.22) may be surfaced in coloured lane, this may be continued through the controlled
material in order to demarcate them more crossing. If coloured surfacing is used for the cycle
emphatically and to discourage encroachment by might also affect the legality of the marking of the
motor vehicles. However, coloured surfacing has no Apart from the potentially confusing effect, they
legal significance; it is the prescribed traffic signs and through the zig-zag area of a pedestrian crossing.
road markings that establish the legal status of a 16.13 Cycle lane markings must not be continued
cycle lane.
CYCLE LANES AT PEDESTRIAN CROSSINGS
CYCLE LANES AT PEDESTRIAN CROSSINGS

cycle lane.
16.13 Cycle lane markings must not be continued road markings that establish the legal status of a
through the zig-zag area of a pedestrian crossing. legal significance; it is the prescribed traffic signs and
Apart from the potentially confusing effect, they motor vehicles. However, coloured surfacing has no
might also affect the legality of the marking of the emphatically and to discourage encroachment by
crossing. If coloured surfacing is used for the cycle material in order to demarcate them more
lane, this may be continued through the controlled paras 16.20 to 16.22) may be surfaced in coloured
area (although not through the crossing place itself), 16.12 Cycle lanes and cycle reservoirs (see
but the zig-zag marking must remain at the edge of
the carriageway. COLOURED ROAD SURFACES
CYCLE TRACKS (direction 33). not be used in with-flow bus lanes.

level, or by the use of contrasting coloured surfaces be used in place of diagram 1048. This marking must
16.14 A cycle track may be a physically segregated may be effected by the use of railings, a difference in diagram 1048.1 BUS AND (cycle symbol) LANE must
part of a highway, or form a separate highway partially-sighted pedestrians. Alternatively, separation permitted to use contra-flow bus lanes, markings to
entirely distinct from the road system. It may form The latter is more easily detected by blind and that cycles may use the lane. Where cycles are
a route for cycles only, a segregated route shared profile marking to diagram 1049.1 (see figure 16-4). used. Upright signs to diagram 958 and 959 indicate
with pedestrians where cyclists and pedestrians use diagram 1049 (150 mm width) or by the raised bus lanes; the BUS LANE marking to diagram 1048 is
separate parts of the track, or an unsegregated route may be achieved using the continuous marking to 16.11 Cycles are normally allowed to use with-flow
where both cyclists and pedestrians use the full width for the use of cyclists and of pedestrians, segregation
of the track. 16.15 Where a route is divided into separate parts USE OF BUS LANES BY CYCLES
CYCLE MARKINGS
98
99
CYCLE MARKINGS
CYCLE TRACKS CROSSING ROADS (diagrams 1003 and if required 1023, see
figure 16-5) together with the smaller size edge line
16.16 Except as described in para 3.25, a cycle track to diagram 1009, should be used for a two-way cycle
crossing a road will be the minor road at a priority track at such locations. Where an unsegregated cycle
junction, and marked as shown in figure 16-5, or be track shared with pedestrians joins a road, the Stop
under signal control (see figure 16-6). The marking line or Give Way marking should be used across the
(sometimes known as “elephant's footprints”) full width of the track and the cycle symbol to
formerly shown on working drawing WBM 294 diagram 1057 should not be used.
and in LTN 1 / 86 “Cyclists at Road Crossings and
Junctions” should never be used to indicate an 16.18 If the cycle track crosses a dual carriageway
unsignalled crossing point. It is liable to cause road, the crossing should be staggered in the
confusion, and be misunderstood as giving cyclists direction that turns cyclists to face oncoming traffic.
priority over road traffic. At signalled crossings, the The junction between the track and the main
marking to diagram 1055.1 is usually adequate to carriageway should be marked in accordance with
indicate the crossing point for cyclists. However, if the principles shown in figure 16-5 for a priority
the route to be followed is not straightforward, the junction and figure 16-6 for a signalled junction.
“elephant's footprints” marking might be helpful.
As it is not prescribed, special authorisation must be 16.19 Signs to diagram 963.1 (CYCLE TRACK LOOK
sought from the Secretary of State (see para 2.1). BOTH WAYS) may be used to warn pedestrians of
cyclists crossing the footway. The warning signs to
16.17 The 200 mm Stop line (diagram 1001) or the diagram 950 or 543 as appropriate may be used to
half-size variants of the Give Way markings warn main road traffic of the crossing point.
warn main road traffic of the crossing point. half-size variants of the Give Way markings
diagram 950 or 543 as appropriate may be used to 16.17 The 200 mm Stop line (diagram 1001) or the
cyclists crossing the footway. The warning signs to
BOTH WAYS) may be used to warn pedestrians of sought from the Secretary of State (see para 2.1).
16.19 Signs to diagram 963.1 (CYCLE TRACK LOOK As it is not prescribed, special authorisation must be
“elephant's footprints” marking might be helpful.
junction and figure 16-6 for a signalled junction. the route to be followed is not straightforward, the
the principles shown in figure 16-5 for a priority indicate the crossing point for cyclists. However, if
carriageway should be marked in accordance with marking to diagram 1055.1 is usually adequate to
The junction between the track and the main priority over road traffic. At signalled crossings, the
direction that turns cyclists to face oncoming traffic. confusion, and be misunderstood as giving cyclists
road, the crossing should be staggered in the unsignalled crossing point. It is liable to cause
16.18 If the cycle track crosses a dual carriageway Junctions” should never be used to indicate an
and in LTN 1 / 86 “Cyclists at Road Crossings and
diagram 1057 should not be used. formerly shown on working drawing WBM 294
full width of the track and the cycle symbol to (sometimes known as “elephant's footprints”)
line or Give Way marking should be used across the under signal control (see figure 16-6). The marking
track shared with pedestrians joins a road, the Stop junction, and marked as shown in figure 16-5, or be
track at such locations. Where an unsegregated cycle crossing a road will be the minor road at a priority
to diagram 1009, should be used for a two-way cycle 16.16 Except as described in para 3.25, a cycle track
figure 16-5) together with the smaller size edge line
(diagrams 1003 and if required 1023, see CYCLE TRACKS CROSSING ROADS
CYCLE MARKINGS
99
100
CYCLE MARKINGS
with the smallest size of cycle symbol.
diagram 1059. The smaller size arrow should be used may be omitted where it is adjacent to a kerb).
16.25 Figure 16-9 shows reduced size arrows to the same width as the centre line of the road (this
wide (see para 3.7) and the boundary line should be
lane width will determine the appropriate size. 16.12). The Stop lines should be 200 mm or 300 mm
1100 x 1035 mm and 1700 x 1600 mm). The available highlighted using coloured surfacing (see also para
form. It is prescribed in three sizes (750 x 705 mm, light. This area and the approach lane may be
short breaks, nor where facilities continue in another approach is available for cyclists to wait at the red
at the end of a route. It is not intended to be used at area between them across the full width of the
16.24 The END marking (diagram 1058) is used only two Stop lines must be between 4 and 5 m apart; the
lawfully, i.e. without crossing the first stop line. The
will determine the appropriate size. provided to enable cyclists to enter the reservoir
marking to diagram 1058.1. The available lane width mandatory cycle lane, preferably 1.5 m wide, must be
16.23 Figure 16-8 shows the reduced size SLOW first line when signalled to do so. An advisory or
16.21 Vehicles other than cycles must stop at the
WORDED MARKINGS AND ARROWS
equestrians).
signal-controlled crossings (for pedestrians, cyclists or
1004 or 1004.1 without the need for an upright sign. They may not be used at level crossings or standalone
be indicated using markings to diagram 1057 and reservoir space for cyclists at signalled junctions.
figure 16-7). The lane will be advisory, as it can then advanced stop line (diagram 1001.2) forming a
approach cycle lane may be positioned centrally (see 16.20 Figure 16-7 shows typical layouts for an
motor vehicles, but cyclists travel straight ahead, the
16.22 Where there is a significant left turn flow of ADVANCED STOP LINES FOR CYCLISTS
ADVANCED STOP LINES FOR CYCLISTS 16.22 Where there is a significant left turn flow of
motor vehicles, but cyclists travel straight ahead, the
16.20 Figure 16-7 shows typical layouts for an approach cycle lane may be positioned centrally (see
advanced stop line (diagram 1001.2) forming a figure 16-7). The lane will be advisory, as it can then
reservoir space for cyclists at signalled junctions. be indicated using markings to diagram 1057 and
They may not be used at level crossings or standalone 1004 or 1004.1 without the need for an upright sign.
signal-controlled crossings (for pedestrians, cyclists or
equestrians).
WORDED MARKINGS AND ARROWS
16.21 Vehicles other than cycles must stop at the
first line when signalled to do so. An advisory or 16.23 Figure 16-8 shows the reduced size SLOW
mandatory cycle lane, preferably 1.5 m wide, must be marking to diagram 1058.1. The available lane width
provided to enable cyclists to enter the reservoir will determine the appropriate size.
lawfully, i.e. without crossing the first stop line. The
two Stop lines must be between 4 and 5 m apart; the 16.24 The END marking (diagram 1058) is used only
area between them across the full width of the at the end of a route. It is not intended to be used at
approach is available for cyclists to wait at the red short breaks, nor where facilities continue in another
light. This area and the approach lane may be form. It is prescribed in three sizes (750 x 705 mm,
highlighted using coloured surfacing (see also para 1100 x 1035 mm and 1700 x 1600 mm). The available
16.12). The Stop lines should be 200 mm or 300 mm lane width will determine the appropriate size.
wide (see para 3.7) and the boundary line should be
the same width as the centre line of the road (this 16.25 Figure 16-9 shows reduced size arrows to
may be omitted where it is adjacent to a kerb). diagram 1059. The smaller size arrow should be used
with the smallest size of cycle symbol. CYCLE MARKINGS
100
101
CYCLE MARKINGS
CYCLE MARKINGS
101
102
17 BUS MARKINGS
a way that it does not restrict flow in the ahead lanes. the lane. The marking to diagram 1048.1 BUS AND
if right-turning traffic can be accommodated in such not exceeding 300 m along uninterrupted lengths of
GENERAL (cycle symbol) LANE is prescribed specifically for use provision can be made for any left-turning traffic and conjunction with signs to diagram 959, at intervals
with contra-flow lanes if cycles are admitted (see in capacity of the junction is acceptable, if safe the same side of the road as the bus lane, and, in
17.1 This section should be read in conjunction with para 17.12) and must not be used in with-flow lanes. to the Stop line at a traffic signal only if a reduction should also appear after every side road junction on
LTN 1 / 97 “Keeping Buses Moving”, available from systems. A with-flow bus lane should be brought up be marked in the lane at its commencement. It
the Stationery Office (ISBN 0-11-551914-9). 17.7 Deflection arrows to diagram 1014 should be the variations in green time in active-response UTC 17.6 The legend BUS LANE to diagram 1048 should
placed 15 m and 30 m upstream of the start of the are special local site conditions or to take account of
17.2 Bus lanes may be either with-flow (see taper. The arrows should be 4.5 m long for speed although it may be necessary to adjust this if there side road junction.
paras 17.3 to 17.11) or contra-flow (see paras 17.12 limits up to 40 mph, 6 m for 50 or 60 mph, and 9 m be twice the minimum green time (in seconds), such a position that the taper would extend across a
to 17.15). for 70 mph. Traffic should be deflected to the right the length of the set-back (in metres) should normally no sharper than 1:10. The lane should not start in
when the bus lane occupies the near side lane and to safer, left turns at the junction. As a general guide, same width as the 1049 marking, and laid at a taper
the left when it occupies the off side lane. delays to other traffic. It also facilitates, and makes marked with a broken line to diagram 1010, the
WITH-FLOW BUS LANES green period at traffic signals, thus minimising the width of road available. The start of the lane is
17.8 Where a bus lane passes a junction with a saturation flow can be sustained throughout the depending upon site conditions, particularly the
17.3 The commonest form of bus priority measure is major left-turning flow into the side road, the line to The purpose of this “set-back” is to ensure that full The width of the line will be 250 or 300 mm
the with-flow bus lane, where buses travel in the diagram 1049 should be replaced with a broken line with an arrow to diagram 1050 (see figure 17-1). carriageway by a continuous line to diagram 1049.
same direction as traffic in the adjacent lane. It is to diagram 1010 (see figure 17-1). The broken line controlled junctions and the carriageway marked 17.5 The bus lane is separated from the rest of the
normally used at the near side of the road. It may should commence 30 m in advance of the junction, stopped short of the Stop line at traffic signal
be used on the off side of a one-way road or dual and have the same width as the bus lane line. It 17.9 With-flow bus lanes should normally be The minimum recommended width is 3 m.
carriageway, or may form the centre lane of a should be accompanied by the advisory direction interference from general traffic in the adjacent lane.
three-lane single carriageway road, but in such cases arrow to diagram 1050 (varied to show a left turn). with a marking to diagram 1010 (see figure 17-1). cycles safely and reduces the likelihood of
the markings and upright signs will need special Detailed dimensions of the permitted variants recommencing beyond the junction in combination preferred width of 4 m. This allows buses to overtake
authorisation (see para 2.1). are shown on the working drawing P 1050 (see road is one-way towards the major road, bus lane should be 4.25 m wide, with a minimum
para 1.17). At other junctions, the diagram 1049 before the junction (or at the junction if the minor with-flow lane. Where roads are wide enough, the
17.4 Figure 17-1 indicates a typical layout for a marking should be terminated approximately 10 m marking should be terminated approximately 10 m 17.4 Figure 17-1 indicates a typical layout for a
with-flow lane. Where roads are wide enough, the before the junction (or at the junction if the minor para 1.17). At other junctions, the diagram 1049
bus lane should be 4.25 m wide, with a minimum road is one-way towards the major road, are shown on the working drawing P 1050 (see authorisation (see para 2.1).
preferred width of 4 m. This allows buses to overtake recommencing beyond the junction in combination Detailed dimensions of the permitted variants the markings and upright signs will need special
cycles safely and reduces the likelihood of with a marking to diagram 1010 (see figure 17-1). arrow to diagram 1050 (varied to show a left turn). three-lane single carriageway road, but in such cases
interference from general traffic in the adjacent lane. should be accompanied by the advisory direction carriageway, or may form the centre lane of a
The minimum recommended width is 3 m. 17.9 With-flow bus lanes should normally be and have the same width as the bus lane line. It be used on the off side of a one-way road or dual
stopped short of the Stop line at traffic signal should commence 30 m in advance of the junction, normally used at the near side of the road. It may
17.5 The bus lane is separated from the rest of the controlled junctions and the carriageway marked to diagram 1010 (see figure 17-1). The broken line same direction as traffic in the adjacent lane. It is
carriageway by a continuous line to diagram 1049. with an arrow to diagram 1050 (see figure 17-1). diagram 1049 should be replaced with a broken line the with-flow bus lane, where buses travel in the
The width of the line will be 250 or 300 mm The purpose of this “set-back” is to ensure that full major left-turning flow into the side road, the line to 17.3 The commonest form of bus priority measure is
depending upon site conditions, particularly the saturation flow can be sustained throughout the 17.8 Where a bus lane passes a junction with a
width of road available. The start of the lane is green period at traffic signals, thus minimising the WITH-FLOW BUS LANES
marked with a broken line to diagram 1010, the delays to other traffic. It also facilitates, and makes the left when it occupies the off side lane.
same width as the 1049 marking, and laid at a taper safer, left turns at the junction. As a general guide, when the bus lane occupies the near side lane and to
no sharper than 1:10. The lane should not start in the length of the set-back (in metres) should normally for 70 mph. Traffic should be deflected to the right to 17.15).
such a position that the taper would extend across a be twice the minimum green time (in seconds), limits up to 40 mph, 6 m for 50 or 60 mph, and 9 m paras 17.3 to 17.11) or contra-flow (see paras 17.12
side road junction. although it may be necessary to adjust this if there taper. The arrows should be 4.5 m long for speed 17.2 Bus lanes may be either with-flow (see
are special local site conditions or to take account of placed 15 m and 30 m upstream of the start of the
17.6 The legend BUS LANE to diagram 1048 should the variations in green time in active-response UTC 17.7 Deflection arrows to diagram 1014 should be the Stationery Office (ISBN 0-11-551914-9).
be marked in the lane at its commencement. It systems. A with-flow bus lane should be brought up LTN 1 / 97 “Keeping Buses Moving”, available from
should also appear after every side road junction on to the Stop line at a traffic signal only if a reduction para 17.12) and must not be used in with-flow lanes. 17.1 This section should be read in conjunction with
the same side of the road as the bus lane, and, in in capacity of the junction is acceptable, if safe with contra-flow lanes if cycles are admitted (see
conjunction with signs to diagram 959, at intervals provision can be made for any left-turning traffic and (cycle symbol) LANE is prescribed specifically for use GENERAL
not exceeding 300 m along uninterrupted lengths of if right-turning traffic can be accommodated in such
the lane. The marking to diagram 1048.1 BUS AND a way that it does not restrict flow in the ahead lanes.
17 BUS MARKINGS
102
103
BUS MARKINGS
BUS MARKINGS
103
104
BUS MARKINGS
AND (cycle symbol) ONLY as appropriate. line is not necessary on the approach since there will
ONLY, 1048.2 TRAM & BUS ONLY or 1048.4 BUS be discontinued, but unlike with-flow lanes a broken
17.10 At roundabouts, a set-back should be be no left-turning traffic (except possibly buses). BUS entry should be marked with diagram 1048.3 BUS 17.14 At junctions on the near side, the lane should
provided to allow left-turning traffic to take the near LANE road markings to diagram 1048 (or 1048.1 if only, or buses and trams, or buses and cycles, the
side lane, and to ensure that the full width of the cycles are permitted to use the lane), together with 17.18 Where streets are reserved for the use of buses shown in figure 17-2.
roundabout entry is available to all traffic at peak direction arrows to diagram 1038, should appear at bus lane line replacing one of the boundary lines as
periods. The set-back distance should be determined both ends of the lane, so that they can be read by BUS-ONLY STREETS AND BUS GATES marking to diagram 1040.2 may be used, with the
on site, unless the roundabout is controlled by traffic drivers approaching the contra-flow lane. These past the obstruction. Alternatively, the hatched
signals in which case it should accord with the markings should be repeated at every road junction (see table 14-1) to guide vehicles from each direction
guidance given in para 17.9. and at intervals not exceeding 300 m along area (although not through the crossing point itself). a traffic island, and angled at an appropriate taper
uninterrupted lengths. flow), this may be continued through the controlled The marking should be discontinued where it passes
17.11 The order creating a bus lane will prohibit used for a bus lane (whether with-flow or contra- conditions, particularly the width of road available.
waiting during its operational hours. Yellow lines are 17.15 BUS LANE LOOK LEFT / LOOK RIGHT signs to sides of the crossing. If a coloured surface has been line will be 250 or 300 mm depending upon site
necessary only if the waiting restrictions cover some diagram 963 should be used at pedestrian crossing zags over the length of the controlled area on both continuous line to diagram 1049. The width of the
period when the bus lane is not in operation. places. The road marking to diagram 1029 should situations; it should be replaced with a row of zig- is separated from the rest of the carriageway by a
Loading and unloading is permitted unless it is also be used (see paras 22.26 to 22.28). contra-flow lane is not prescribed for use in such least 3 m wide (4.0 to 4.25 m if cyclists are admitted),
specifically prohibited, in which case kerb marks and marking to diagram 1049 bounding the with-flow or contra-flow lane. The bus lane, which should be at
corresponding upright signs are always required. (marked with zig-zags, see paras 15.14 to 15.26). The 17.13 Figure 17-2 indicates typical details for a
COLOURED ROAD SURFACES through the controlled area of a pedestrian crossing
17.17 Bus lane markings must not be continued of delay to buses, particularly in longer lanes.
CONTRA-FLOW BUS LANES 17.16 Bus lanes may be surfaced in coloured waiting at stops. They might themselves be a source
material in order to demarcate them more BUS LANES AT PEDESTRIAN CROSSINGS with vehicles turning across the lane, and with buses
17.12 Contra-flow bus lanes allow buses to travel emphatically and to discourage encroachment by them but difficulties may be experienced at junctions
against the main direction of traffic flow in one-way other vehicles. However, coloured surfacing has no facilities are required. Cycles may be allowed to use
streets. They are usually located so that buses travel legal significance; it is the prescribed traffic signs and bus lane. used in other locations, particularly where stopping
with their near side to the kerb and are not normally road markings which establish the legal status of a road markings which establish the legal status of a with their near side to the kerb and are not normally
used in other locations, particularly where stopping bus lane. legal significance; it is the prescribed traffic signs and streets. They are usually located so that buses travel
facilities are required. Cycles may be allowed to use other vehicles. However, coloured surfacing has no against the main direction of traffic flow in one-way
them but difficulties may be experienced at junctions emphatically and to discourage encroachment by 17.12 Contra-flow bus lanes allow buses to travel
with vehicles turning across the lane, and with buses BUS LANES AT PEDESTRIAN CROSSINGS material in order to demarcate them more
waiting at stops. They might themselves be a source 17.16 Bus lanes may be surfaced in coloured CONTRA-FLOW BUS LANES
of delay to buses, particularly in longer lanes. 17.17 Bus lane markings must not be continued
through the controlled area of a pedestrian crossing COLOURED ROAD SURFACES
17.13 Figure 17-2 indicates typical details for a (marked with zig-zags, see paras 15.14 to 15.26). The corresponding upright signs are always required.
contra-flow lane. The bus lane, which should be at marking to diagram 1049 bounding the with-flow or specifically prohibited, in which case kerb marks and
least 3 m wide (4.0 to 4.25 m if cyclists are admitted), contra-flow lane is not prescribed for use in such also be used (see paras 22.26 to 22.28). Loading and unloading is permitted unless it is
is separated from the rest of the carriageway by a situations; it should be replaced with a row of zig- places. The road marking to diagram 1029 should period when the bus lane is not in operation.
continuous line to diagram 1049. The width of the zags over the length of the controlled area on both diagram 963 should be used at pedestrian crossing necessary only if the waiting restrictions cover some
line will be 250 or 300 mm depending upon site sides of the crossing. If a coloured surface has been 17.15 BUS LANE LOOK LEFT / LOOK RIGHT signs to waiting during its operational hours. Yellow lines are
conditions, particularly the width of road available. used for a bus lane (whether with-flow or contra- 17.11 The order creating a bus lane will prohibit
The marking should be discontinued where it passes flow), this may be continued through the controlled uninterrupted lengths.
a traffic island, and angled at an appropriate taper area (although not through the crossing point itself). and at intervals not exceeding 300 m along guidance given in para 17.9.
(see table 14-1) to guide vehicles from each direction markings should be repeated at every road junction signals in which case it should accord with the
past the obstruction. Alternatively, the hatched drivers approaching the contra-flow lane. These on site, unless the roundabout is controlled by traffic
marking to diagram 1040.2 may be used, with the BUS-ONLY STREETS AND BUS GATES both ends of the lane, so that they can be read by periods. The set-back distance should be determined
bus lane line replacing one of the boundary lines as direction arrows to diagram 1038, should appear at roundabout entry is available to all traffic at peak
shown in figure 17-2. 17.18 Where streets are reserved for the use of buses cycles are permitted to use the lane), together with side lane, and to ensure that the full width of the
only, or buses and trams, or buses and cycles, the LANE road markings to diagram 1048 (or 1048.1 if provided to allow left-turning traffic to take the near
17.14 At junctions on the near side, the lane should entry should be marked with diagram 1048.3 BUS be no left-turning traffic (except possibly buses). BUS 17.10 At roundabouts, a set-back should be
be discontinued, but unlike with-flow lanes a broken ONLY, 1048.2 TRAM & BUS ONLY or 1048.4 BUS
line is not necessary on the approach since there will AND (cycle symbol) ONLY as appropriate. BUS MARKINGS
104
105
BUS MARKINGS
BUS MARKINGS
105
106
BUS MARKINGS
17.19 Bus gates restrict entry to one end of a street 17.22 Where the stop serves frequent or multiple
to buses only. Beyond the gate, other vehicles may be services, or vehicles with different entrance positions,
encountered. The entrance to a bus gate should be the length of the bay may be increased in increments
marked in the same manner as a bus-only street. of 2 m. The legend BUS STOP should be used once
for every complete length of 12 m. Under-used stops
of excessive length may result in enforcement
BUS STOPS difficulties.
beyond it would be white.
17.20 The marking to diagram 1025.1 delineates 17.23 The Regulations prescribe the alternative bus stop would be coloured yellow, whilst that
the limits of a bus stop on the main carriageway (see wording BUS STAND for use where buses are 17-4), the broken edge line within the length of the
figure 17-3), diagram 1025.3 a bus stop occupying expected to wait longer than the period necessary to the bus stop occupies only part of a lay-by (see figure
part of a lay-by (see figure 17-4) and 1025.4 a bus pick up or set down passengers (see Schedule 19 50 mph or 60 mph, and 200 mm when it is 70 mph. If
stop occupying the whole of a lay-by (see figure Part I). speed limit is 40 mph or less, 150 mm when it is
17-5). The yellow prohibition of stopping line in the width of the edge line should be 100 mm when the
marking prevents vehicles from stopping for at least stop is in a lay-by (see figures 17-4 and 17-5), the
part of the day, but must be used in conjunction with bus stop on the main carriageway. When the bus
signs to diagram 974 or 975. The prohibition can be white). Only one size of marking is prescribed for a
extended to 24 hours if appropriate by omitting the yellow (except in Northern Ireland where it may be
times from the sign. The line should be 200 mm wide delineating the stopping area must be coloured
where the speed limit is 60 mph or less, and 300 mm 17.21 Both the worded marking and the broken line
where it is 70 mph. In Northern Ireland, the Roads
(Restriction of Waiting) Order (Northern Ireland) 1982 not apply.
prohibits waiting at any time over the length of these only) at times when the prohibition of stopping did
markings. This would be effective (in Northern Ireland markings. This would be effective (in Northern Ireland
only) at times when the prohibition of stopping did prohibits waiting at any time over the length of these
not apply. (Restriction of Waiting) Order (Northern Ireland) 1982
where it is 70 mph. In Northern Ireland, the Roads
17.21 Both the worded marking and the broken line where the speed limit is 60 mph or less, and 300 mm
delineating the stopping area must be coloured times from the sign. The line should be 200 mm wide
yellow (except in Northern Ireland where it may be extended to 24 hours if appropriate by omitting the
white). Only one size of marking is prescribed for a signs to diagram 974 or 975. The prohibition can be
bus stop on the main carriageway. When the bus part of the day, but must be used in conjunction with
stop is in a lay-by (see figures 17-4 and 17-5), the marking prevents vehicles from stopping for at least
width of the edge line should be 100 mm when the 17-5). The yellow prohibition of stopping line in the
speed limit is 40 mph or less, 150 mm when it is Part I). stop occupying the whole of a lay-by (see figure
50 mph or 60 mph, and 200 mm when it is 70 mph. If pick up or set down passengers (see Schedule 19 part of a lay-by (see figure 17-4) and 1025.4 a bus
the bus stop occupies only part of a lay-by (see figure expected to wait longer than the period necessary to figure 17-3), diagram 1025.3 a bus stop occupying
17-4), the broken edge line within the length of the wording BUS STAND for use where buses are the limits of a bus stop on the main carriageway (see
bus stop would be coloured yellow, whilst that 17.23 The Regulations prescribe the alternative 17.20 The marking to diagram 1025.1 delineates
beyond it would be white.
difficulties. BUS STOPS
of excessive length may result in enforcement
for every complete length of 12 m. Under-used stops
of 2 m. The legend BUS STOP should be used once marked in the same manner as a bus-only street.
the length of the bay may be increased in increments encountered. The entrance to a bus gate should be
services, or vehicles with different entrance positions, to buses only. Beyond the gate, other vehicles may be
17.22 Where the stop serves frequent or multiple 17.19 Bus gates restrict entry to one end of a street
BUS MARKINGS
106
107
BUS MARKINGS
BUS MARKINGS
107
108
18 TRAM MARKINGS
diagrams 953.1 and 953.2 in conjunction with the
(and buses if permitted) using vertical signing to
GENERAL marking to diagram 1048.2 TRAM ONLY or TRAM & by tram gates. These allow the passage of trams
BUS ONLY (see figure 18-1 and para 18.6). Although 18.4 Access to an integrated route may be controlled
18.1 The general principles for signing and marking only these vehicles are allowed to pass through the
tramways are set out in HM Railway Inspectorate’s gate, other vehicles may be encountered in the road TRAM GATES
“Railway Safety Principles and Guidance, Part 2, ahead.
Section G, Guidance on Tramways” published by the
Health and Safety Executive (ISBN 0-7176-0951-0). to 18.23).
The following paragraphs give more detailed SEGREGATED TRAMWAYS to indicate the swept path of trams (see paras 18.19
guidance on the use of road markings for street- to 18.15), at tram stops (see para 18.16 to 18.18) and
running tramways. Early contact should be made with 18.5 These may take the form of either a road that is 18.3 Markings are used at junctions (see paras 18.11
the Inspectorate to discuss design issues. reserved for trams only, or one in which other
vehicles are allowed, but are physically separated INTEGRATED TRAMWAYS
18.2 Tramways may be categorised as follows: from the tram route. In each case, buses may also be
permitted to use the facility. No markings are
(i) integrated on-street tramways (see currently prescribed for tram lanes and they would is wholly separate from the highway.
para 18.3) where the part of the highway need to be specially authorised (see para 2.1). 18.10) where the alignment of the track
occupied by the rails may be used by other (iv) off-street tramways (see para 18.7 to
vehicles or by pedestrians,
normally shared with other road users, or
(ii) tram gates (see para 18.4), where only be crossed by pedestrians, but is not
trams (and buses if permitted) travel along part of the highway occupied by rails may
a short length of road that precedes an streets (see paras 18.5 and 18.6) where the
integrated on-street system, (iii) segregated on-street tramways or tram-only
(iii) segregated on-street tramways or tram-only integrated on-street system,

streets (see paras 18.5 and 18.6) where the a short length of road that precedes an
part of the highway occupied by rails may trams (and buses if permitted) travel along
be crossed by pedestrians, but is not (ii) tram gates (see para 18.4), where only
normally shared with other road users, or
vehicles or by pedestrians,
(iv) off-street tramways (see para 18.7 to occupied by the rails may be used by other
18.10) where the alignment of the track need to be specially authorised (see para 2.1). para 18.3) where the part of the highway
is wholly separate from the highway. currently prescribed for tram lanes and they would integrated on-street tramways (see (i)
permitted to use the facility. No markings are
from the tram route. In each case, buses may also be 18.2 Tramways may be categorised as follows:
INTEGRATED TRAMWAYS vehicles are allowed, but are physically separated
reserved for trams only, or one in which other the Inspectorate to discuss design issues.
18.3 Markings are used at junctions (see paras 18.11 18.5 These may take the form of either a road that is running tramways. Early contact should be made with
to 18.15), at tram stops (see para 18.16 to 18.18) and guidance on the use of road markings for street-
to indicate the swept path of trams (see paras 18.19 SEGREGATED TRAMWAYS The following paragraphs give more detailed
to 18.23). Health and Safety Executive (ISBN 0-7176-0951-0).
Section G, Guidance on Tramways” published by the
ahead. “Railway Safety Principles and Guidance, Part 2,
TRAM GATES gate, other vehicles may be encountered in the road tramways are set out in HM Railway Inspectorate’s
only these vehicles are allowed to pass through the 18.1 The general principles for signing and marking
18.4 Access to an integrated route may be controlled BUS ONLY (see figure 18-1 and para 18.6). Although
by tram gates. These allow the passage of trams marking to diagram 1048.2 TRAM ONLY or TRAM & GENERAL
(and buses if permitted) using vertical signing to
diagrams 953.1 and 953.2 in conjunction with the
18 TRAM MARKINGS
108
109
TRAM MARKINGS
18.6 The worded marking to diagram 1048.2 TRAM 18.10 A minimum of three arrows should be used to
main carriageway. ONLY or TRAM & BUS ONLY should be laid at the guide road vehicles past the divergence. The final
to the right
1038 1014 1014 18-2d multi-lane carriageways, following the line of the commencement of a segregated length of tramway arrow (3) should be positioned immediately after the
Road diverges
single carriageway road, and in place of lane lines on and after any break where a road crosses the point of divergence. The second and first arrows (2)
to the left paras 4.12 to 4.26) should be laid in the centre of a tramway. The marking should be laid so that no part and (1) should be placed before the point of
1014 1014 1014 18-2c
Road diverges 18.9 Warning lines to diagrams 1004 or 1004.1 (see of the lettering is on the running or check rails of the divergence at distances equivalent to 1 and 3
tram track. It should be arranged so that the words seconds of travel respectively. These distances and
and 2b from road
1038 1038 1038 alternately black and white, or by hostile paving. “TRAM” and “ONLY” are centred on the tracks with the size of arrows that should be used are indicated
18-2a Tracks diverge
may be supplemented by a low kerb painted the first and last letters outside the running rails. The in table 18-1. The appropriate type of arrow (diagram
3 2 1 the tram track are recommended, e.g. the edge line ampersand “&” is centred between the running rails 1014 or 1038) depends upon the nature of the
to dissuade other vehicles from being driven along and “BUS” needs to be offset, with the first letter divergence, and is indicated in table 18-2 and figure
Arrow number
of divergence should be of plastic construction. Physical measures outside the left hand running rail and the other two 18-2. If the layout of the road is such that drivers
Arrow type Description Figure para 6.9). Any stud laid within 2 m of the running rail letters between the check rails (see figure 18-1). might mistake arrow (1) or (2) as an indication to
by reflecting road studs of the appropriate colour (see move to the next lane, then it should be omitted.
Table 18-2 Arrow type between the rails. This line should be supplemented
running and check rails, but resumed in the space OFF-STREET TRAMWAYS Table 18-1 Arrow size and location
1038 are 4.5 m and 4 m long respectively. line should be discontinued where it crosses the
NOTE: The smallest arrows to diagram 1014 and carriageway at an angle across the tram tracks. The 18.7 Where a tramway diverges from an integrated Speed Arrow Distance from
provided, following the edge of the main system at a shallow angle onto a reserved length of limit length point of divergence (m)
figure 18-2 and paras 4.31 to 4.38) should be track or to a tram stop, particular care needs to be (mph) (m)
0 31.5 94.5 9 70 Arrow number
18.8 An edge line to diagram 1012.1 (see taken to ensure that other drivers do not follow the
0 27.0 81.0 6 60
tracks; this is particularly hazardous where it is the 1 2 3
0 22.5 67.5 6 50
appropriate vertical signing. road that deviates leaving the tracks to carry straight
0 18.0 54.0 4.5 (4) 40 30 4.5 (4) 40.5 13.5 0
on. Road markings are essential, in addition to on. Road markings are essential, in addition to
0 13.5 40.5 4.5 (4) 30 40 4.5 (4) 54.0 18.0 0
road that deviates leaving the tracks to carry straight appropriate vertical signing.
50 6 67.5 22.5 0
3 2 1 tracks; this is particularly hazardous where it is the
60 6 81.0 27.0 0
taken to ensure that other drivers do not follow the 18.8 An edge line to diagram 1012.1 (see
Arrow number 70 9 94.5 31.5 0
(m) (mph) track or to a tram stop, particular care needs to be figure 18-2 and paras 4.31 to 4.38) should be
point of divergence (m) length limit system at a shallow angle onto a reserved length of provided, following the edge of the main
Distance from Arrow Speed 18.7 Where a tramway diverges from an integrated carriageway at an angle across the tram tracks. The NOTE: The smallest arrows to diagram 1014 and
line should be discontinued where it crosses the 1038 are 4.5 m and 4 m long respectively.
Table 18-1 Arrow size and location OFF-STREET TRAMWAYS running and check rails, but resumed in the space
between the rails. This line should be supplemented Table 18-2 Arrow type
move to the next lane, then it should be omitted. by reflecting road studs of the appropriate colour (see
might mistake arrow (1) or (2) as an indication to letters between the check rails (see figure 18-1). para 6.9). Any stud laid within 2 m of the running rail Description Figure Arrow type
18-2. If the layout of the road is such that drivers outside the left hand running rail and the other two should be of plastic construction. Physical measures of divergence
Arrow number
divergence, and is indicated in table 18-2 and figure and “BUS” needs to be offset, with the first letter to dissuade other vehicles from being driven along
1014 or 1038) depends upon the nature of the ampersand “&” is centred between the running rails the tram track are recommended, e.g. the edge line 1 2 3
in table 18-1. The appropriate type of arrow (diagram the first and last letters outside the running rails. The may be supplemented by a low kerb painted
Tracks diverge 18-2a
the size of arrows that should be used are indicated “TRAM” and “ONLY” are centred on the tracks with alternately black and white, or by hostile paving. 1038 1038 1038
from road and 2b
seconds of travel respectively. These distances and tram track. It should be arranged so that the words
divergence at distances equivalent to 1 and 3 of the lettering is on the running or check rails of the 18.9 Warning lines to diagrams 1004 or 1004.1 (see Road diverges
18-2c 1014 1014 1014
and (1) should be placed before the point of tramway. The marking should be laid so that no part paras 4.12 to 4.26) should be laid in the centre of a to the left
point of divergence. The second and first arrows (2) and after any break where a road crosses the single carriageway road, and in place of lane lines on
Road diverges
arrow (3) should be positioned immediately after the commencement of a segregated length of tramway multi-lane carriageways, following the line of the 18-2d 1014 1014 1038
to the right
guide road vehicles past the divergence. The final ONLY or TRAM & BUS ONLY should be laid at the main carriageway.
18.10 A minimum of three arrows should be used to 18.6 The worded marking to diagram 1048.2 TRAM
TRAM MARKINGS
109
110
TRAM MARKINGS
TRAM MARKINGS
110
111
TRAM MARKINGS
described in paras 18.7 to 18.10 should be used. see paras 3.14 to 3.23), this should be replaced with
carriageway at a shallow angle, the techniques Give Way road markings (diagrams 1003 and 1023,
leading to the tram stop diverges from the main vertical GIVE WAY sign (diagram 602), as well as the ROAD JUNCTIONS a STOP sign (diagram 601.1) and transverse Stop line
from entering the tram stop area. Where the track the minor road would normally be provided with a (diagram 1002.1). The use of the STOP sign requires
953.1 and the plate 953.2 to discourage other traffic should always be treated as the major road. Where 18.11 Where a road is crossed by a segregated site approval by the Secretary of State (see para 2.1).
be used in conjunction with the sign to diagram 18.13 At priority junctions, roads carrying tramways tramway which operates as a signalled railway, the At all other junctions with a road carrying a tramway,
ONLY variant of diagram 1048.2 (see para 18.6) may junction should be signed and marked in the same the minor road should have the transverse Give Way
length of road reserved for trams only, the TRAM way as a railway level crossing (see section 19) using line (diagram 1003), the triangular marking (diagram
18.18 If the tram stop is in a lay-by or on a short the appropriate vertical tram signs. 1023) and a GIVE WAY sign (diagram 602).
or 561 might also be necessary. 18.12 Junctions with heavy traffic flows or restricted 18.14 All transverse markings on roads joining a
of the platform. Hazard reflectors to diagrams 560 visibility (including those which would normally be tram route should be placed outside the swept path
para 4.54) to guide other traffic away from the end signed with the diagram 601.1 STOP sign) should be of the tramcars (see paras 18.19 to 18.23).
hatched road markings to diagram 1040.4 (see controlled by traffic signals with the special white
protected by kerbing or surface treatment, or by signals for tramcars (diagram 3013). Where the route 18.15 Where yellow box markings (diagrams 1043
of the platform facing approaching traffic should be is for tramcars only, the transverse tram Stop line to or 1044) are laid at a junction in accordance with the
enough to the tram for passengers to board. The end diagram 1001.1 (see figure 18-3) should be provided guidance in section 12, the yellow marking should
project into the carriageway to ensure that it is close at right angles to the tracks, positioned a minimum not be laid on the running rails or check rails of the
sometimes necessary for the raised platform to of 1.5 m before the primary tram signal (2.5 m where tramway (see also para 18.23).
length of road shared with other traffic, it is practicable). If trams are running with other vehicles
18.17 Where a tram stop platform is located on a but not segregated from them with a physical refuge,
the Stop line to diagram 1001 should be used from TRAM STOPS
clearway markings of the kind used at bus stops. respective Stop line is used on each side. the kerb to the centre line. The tram Stop line may be
vehicles to park there, so there should be no need for segregated from other traffic by a refuge, the used in addition, either just in front of or just beyond 18.16 On modern tramways, tramcars stop at
raised platform makes it unattractive for other signals are not co-located. If the tram route is the Stop line; this might be necessary to facilitate purpose-built platforms to help passengers to board.
These are readily recognisable by other traffic and the swept paths or where primary tram and other traffic swept paths or where primary tram and other traffic These are readily recognisable by other traffic and the
purpose-built platforms to help passengers to board. the Stop line; this might be necessary to facilitate signals are not co-located. If the tram route is raised platform makes it unattractive for other
18.16 On modern tramways, tramcars stop at used in addition, either just in front of or just beyond segregated from other traffic by a refuge, the vehicles to park there, so there should be no need for
the kerb to the centre line. The tram Stop line may be respective Stop line is used on each side. clearway markings of the kind used at bus stops.
TRAM STOPS the Stop line to diagram 1001 should be used from
but not segregated from them with a physical refuge, 18.17 Where a tram stop platform is located on a
practicable). If trams are running with other vehicles length of road shared with other traffic, it is
tramway (see also para 18.23). of 1.5 m before the primary tram signal (2.5 m where sometimes necessary for the raised platform to
not be laid on the running rails or check rails of the at right angles to the tracks, positioned a minimum project into the carriageway to ensure that it is close
guidance in section 12, the yellow marking should diagram 1001.1 (see figure 18-3) should be provided enough to the tram for passengers to board. The end
or 1044) are laid at a junction in accordance with the is for tramcars only, the transverse tram Stop line to of the platform facing approaching traffic should be
18.15 Where yellow box markings (diagrams 1043 signals for tramcars (diagram 3013). Where the route protected by kerbing or surface treatment, or by
controlled by traffic signals with the special white hatched road markings to diagram 1040.4 (see
of the tramcars (see paras 18.19 to 18.23). signed with the diagram 601.1 STOP sign) should be para 4.54) to guide other traffic away from the end
tram route should be placed outside the swept path visibility (including those which would normally be of the platform. Hazard reflectors to diagrams 560
18.14 All transverse markings on roads joining a 18.12 Junctions with heavy traffic flows or restricted or 561 might also be necessary.
1023) and a GIVE WAY sign (diagram 602). the appropriate vertical tram signs. 18.18 If the tram stop is in a lay-by or on a short
line (diagram 1003), the triangular marking (diagram way as a railway level crossing (see section 19) using length of road reserved for trams only, the TRAM
the minor road should have the transverse Give Way junction should be signed and marked in the same ONLY variant of diagram 1048.2 (see para 18.6) may
At all other junctions with a road carrying a tramway, tramway which operates as a signalled railway, the 18.13 At priority junctions, roads carrying tramways be used in conjunction with the sign to diagram
site approval by the Secretary of State (see para 2.1). 18.11 Where a road is crossed by a segregated should always be treated as the major road. Where 953.1 and the plate 953.2 to discourage other traffic
(diagram 1002.1). The use of the STOP sign requires the minor road would normally be provided with a from entering the tram stop area. Where the track
a STOP sign (diagram 601.1) and transverse Stop line ROAD JUNCTIONS vertical GIVE WAY sign (diagram 602), as well as the leading to the tram stop diverges from the main
Give Way road markings (diagrams 1003 and 1023, carriageway at a shallow angle, the techniques
TRAM MARKINGS
see paras 3.14 to 3.23), this should be replaced with described in paras 18.7 to 18.10 should be used.
111
112
TRAM MARKINGS
SWEPT PATH MARKINGS different angle. These marks should therefore be

used where the swept path needs to be seen by tram
18.19 Tramcars are significantly wider than the drivers only.
tracks on which they run, and the overhang increases
on curves. This “swept path” (which is the developed 18.21 The markings to diagram 1010 or 1066
kinematic envelope plus a safety margin, typically should be laid along the edge of the swept path. The
300 mm) may be indicated by the use of colour, former marking should be 150 mm wide, whilst the
texture or differences in level. It may also be shown marks to diagram 1066 should be between 55 mm
using road markings to either diagram 1010 or 1066. and 100 mm in diameter and placed at 1.5 m centres,
The size of the safety margin should be agreed with although a spacing of up to 2.5 m is permitted where
the Railway Inspectorate. The swept path should be necessary to avoid conflicting with other markings.
shown where it is not apparent from the carriageway
or kerbs. Where there is on-street parking, it is 18.22 Where trams run together with other traffic on
essential that the swept path is visible to ensure that a two-way road, the centre line marking should be
vehicles are not left in a position to obstruct trams. centrally located between the two swept paths.
Where these are closely adjacent to each other, the
18.20 Where it is important that drivers of both marks next to the centre line should be omitted.
trams and other vehicles can readily identify the
swept path, a marking to diagram 1010 is normally 18.23 Where a tramway passes through a yellow box
used. Where this might cause confusion to other marking, the swept path should be indicated as
drivers, e.g. where the track passes through a shown in figure 18-4. The yellow markings should be
junction or the tramway diverges from the line of the terminated on either side of the swept path with a diagram 1010 through the box. by drivers of other vehicles who view them from a
carriageway, the marking to diagram 1066 may be 200 mm wide boundary line. In these circumstances, only, so it is not necessary to continue the marking to clear to tram drivers, but will not be readily observed
used. The row of dots formed by this marking will be the swept path is for the guidance of tram drivers the swept path is for the guidance of tram drivers used. The row of dots formed by this marking will be
clear to tram drivers, but will not be readily observed only, so it is not necessary to continue the marking to 200 mm wide boundary line. In these circumstances, carriageway, the marking to diagram 1066 may be
by drivers of other vehicles who view them from a diagram 1010 through the box. terminated on either side of the swept path with a junction or the tramway diverges from the line of the
shown in figure 18-4. The yellow markings should be drivers, e.g. where the track passes through a
marking, the swept path should be indicated as used. Where this might cause confusion to other
18.23 Where a tramway passes through a yellow box swept path, a marking to diagram 1010 is normally
trams and other vehicles can readily identify the
marks next to the centre line should be omitted. 18.20 Where it is important that drivers of both
Where these are closely adjacent to each other, the
centrally located between the two swept paths. vehicles are not left in a position to obstruct trams.
a two-way road, the centre line marking should be essential that the swept path is visible to ensure that
18.22 Where trams run together with other traffic on or kerbs. Where there is on-street parking, it is
shown where it is not apparent from the carriageway
necessary to avoid conflicting with other markings. the Railway Inspectorate. The swept path should be
although a spacing of up to 2.5 m is permitted where The size of the safety margin should be agreed with
and 100 mm in diameter and placed at 1.5 m centres, using road markings to either diagram 1010 or 1066.
marks to diagram 1066 should be between 55 mm texture or differences in level. It may also be shown
former marking should be 150 mm wide, whilst the 300 mm) may be indicated by the use of colour,
should be laid along the edge of the swept path. The kinematic envelope plus a safety margin, typically
18.21 The markings to diagram 1010 or 1066 on curves. This “swept path” (which is the developed
tracks on which they run, and the overhang increases
drivers only. 18.19 Tramcars are significantly wider than the
used where the swept path needs to be seen by tram
different angle. These marks should therefore be SWEPT PATH MARKINGS
TRAM MARKINGS
112
113
19 RAILWAY LEVEL CROSSINGS

publication referred to in para 19.1). one-way or has no centre line marking.
less than 2 m from the nearest rail (see figure 9 in the across the full width of a carriageway which is either
the edge of the carriageway should be located not the left hand half of each two-way carriageway, or GENERAL 19.3 Where road traffic light signals are installed,
pedestrian signal. The end of this pedestrian line at 19.2 Transverse road markings should extend across (MCBs, AHBCs, ABCLs and AOCLs) transverse Stop
pedestrians should be provided in conjunction with a 19.1 Before a new level crossing is marked out or the lines to diagram 1001 should be provided at right
19.8 At obtuse skew crossings, the Give Way line for TRANSVERSE MARKINGS markings at an existing crossing are modified, the angles to the carriageway on each approach
railway operator and H M Railway Inspectorate must approximately 1 m before the primary traffic light
nearest rail. be consulted. Carriageway markings, road studs and signal. At AOCLs this should be increased to 2 m.
should be less than 2 m from the running edge of the conform to the following guidance. other signing associated with level crossings are The 300 mm size variant is recommended.
left hand side of the carriageway. No part of the line crossing is also signalled. Where they are, they should specified in the level crossing order (see also
should be in line with the Give Way markings on the crossings operated only by railway staff, unless the para 19.15). The normal arrangement is set out in 19.4 At OCs, Give Way lines to diagram 1003
traffic light signal, except at open crossings where it Road markings are not normally provided at gated detail in the Railway Inspectorate’s publication should be provided at right angles to the carriageway
approximately 1 m on the approach side of any road “Railway Safety Principles and Guidance, Part 2, on each approach to the crossing, but not less than
angles to the carriageway. It should be located (vii) user-worked crossing (UWC). Section E, Guidance on Level Crossings” (ISBN 0- 2 m from the running edge of the nearest rail. Give
19.7 The pedestrian Give Way line should be at right 7176-0952-9). Unless otherwise indicated in that Way signs to diagram 602 and the triangular
(vi) open crossing (OC), and document, dimensions should be as specified in the markings to diagram 1023 must also be used.
width is controlled by barriers. relevant sections of this chapter. The Inspectorate's
and the footway. It is not used at MCBs as the full (AOCL), guidance details the following types of level crossing, 19.5 As UWCs are installed only where private roads
where there are guard rails between the carriageway (v) automatic open crossing, locally monitored explains when each should be used and includes cross the railway, carriageway markings are not
marked with a centre line, but this is not necessary drawings which show the road markings and vertical normally used. However, where a STOP sign to
extended across the right hand side of a carriageway monitored (ABCL), signs to be used with them: diagram 601.1 is provided, a transverse Stop line to
be provided across any footway. It should also be (iv) automatic barrier crossing, locally diagram 1002.1 and the word STOP to diagram 1022
pedestrian Give Way line to diagram 1003.2 should (i) gated crossings operated by railway staff should also be provided unless the road surface is
19.6 At AHBCs, ABCLs, AOCLs and OCs, a (iii) automatic half barrier crossing (AHBC), only, unsuitable. If the private road is one to which the
public has access, these markings must be used,
utilising a short length of road surfacing if necessary. (ii) manually controlled barrier crossing (MCB), (ii) manually controlled barrier crossing (MCB), utilising a short length of road surfacing if necessary.
public has access, these markings must be used,
unsuitable. If the private road is one to which the only, (iii) automatic half barrier crossing (AHBC), 19.6 At AHBCs, ABCLs, AOCLs and OCs, a
should also be provided unless the road surface is gated crossings operated by railway staff (i) pedestrian Give Way line to diagram 1003.2 should
diagram 1002.1 and the word STOP to diagram 1022 (iv) automatic barrier crossing, locally be provided across any footway. It should also be
diagram 601.1 is provided, a transverse Stop line to signs to be used with them: monitored (ABCL), extended across the right hand side of a carriageway
normally used. However, where a STOP sign to drawings which show the road markings and vertical marked with a centre line, but this is not necessary
cross the railway, carriageway markings are not explains when each should be used and includes (v) automatic open crossing, locally monitored where there are guard rails between the carriageway
19.5 As UWCs are installed only where private roads guidance details the following types of level crossing, (AOCL), and the footway. It is not used at MCBs as the full
relevant sections of this chapter. The Inspectorate's width is controlled by barriers.
markings to diagram 1023 must also be used. document, dimensions should be as specified in the (vi) open crossing (OC), and
Way signs to diagram 602 and the triangular 7176-0952-9). Unless otherwise indicated in that 19.7 The pedestrian Give Way line should be at right
2 m from the running edge of the nearest rail. Give Section E, Guidance on Level Crossings” (ISBN 0- (vii) user-worked crossing (UWC). angles to the carriageway. It should be located
on each approach to the crossing, but not less than “Railway Safety Principles and Guidance, Part 2, approximately 1 m on the approach side of any road
should be provided at right angles to the carriageway detail in the Railway Inspectorate’s publication Road markings are not normally provided at gated traffic light signal, except at open crossings where it
19.4 At OCs, Give Way lines to diagram 1003 para 19.15). The normal arrangement is set out in crossings operated only by railway staff, unless the should be in line with the Give Way markings on the
specified in the level crossing order (see also crossing is also signalled. Where they are, they should left hand side of the carriageway. No part of the line
The 300 mm size variant is recommended. other signing associated with level crossings are conform to the following guidance. should be less than 2 m from the running edge of the
signal. At AOCLs this should be increased to 2 m. be consulted. Carriageway markings, road studs and nearest rail.
approximately 1 m before the primary traffic light railway operator and H M Railway Inspectorate must
angles to the carriageway on each approach markings at an existing crossing are modified, the TRANSVERSE MARKINGS 19.8 At obtuse skew crossings, the Give Way line for
lines to diagram 1001 should be provided at right 19.1 Before a new level crossing is marked out or the pedestrians should be provided in conjunction with a
(MCBs, AHBCs, ABCLs and AOCLs) transverse Stop 19.2 Transverse road markings should extend across pedestrian signal. The end of this pedestrian line at
19.3 Where road traffic light signals are installed, GENERAL the left hand half of each two-way carriageway, or the edge of the carriageway should be located not
across the full width of a carriageway which is either less than 2 m from the nearest rail (see figure 9 in the
one-way or has no centre line marking. publication referred to in para 19.1).
19 RAILWAY LEVEL CROSSINGS
113
114
RAILWAY LEVEL CROSSINGS
LONGITUDINAL ROAD MARKINGS 19.14 The minimum length of double white lines nearer to drivers approaching the crossing.
45 to 60 Over 40
depends on the 85th percentile speed of private cars line to diagram 1013.1D, with the continuous line
30 to 45 31 to 40
19.9 A continuous line to diagram 1012.1 should be using the road, and on the general width of the table 19-1, it should be preceded by a double white
Up to 30 Up to 30
provided along each edge of the carriageway where carriageway (i.e. excluding any part of the crossing or each Stop line than the distance indicated in
the road passes over a level crossing. Line widths are approaches which may have been specially widened). (m) double continuous line extends further back from
detailed in table 4-5. A 100 mm wide line should also Recommended overall lengths of the marking to measured from the Stop line (mph) at least 12 m back from the Stop line. Unless the
be provided along the back of each footway and, if diagram 1013.1A, or a combination of that marking length of double lines speed automatic half barrier crossings it should extend for
separated from the main carriageway, along the front and diagram 1013.1D, are shown in table 19-1. For Recommended 85 percentile normal visibility criteria for double white lines; at
edge. The markings should be continued as necessary roads having a carriageway more than 7.3 m wide the approach to the crossing where justified by the
on each approach. lengths in the table may be increased by up to 50%, Table 19-1 Length of double white lines figure 19-1). This should be continued along the
but the double lines should not extend beyond the line to diagram 1013.1A (see paras 19.16, 19.17 and
19.10 The type of centre line marking used generally position of the sign to diagram 784.1, where this is crossing should be marked with a double continuous
depends on the width of the carriageway (see paras used, unless a lay-by is provided. or more, the centre of the carriageway over the
19.11 to 19.13). crossing and on the immediate approaches is 5.5 m
19.15 At least one arrow to diagram 1014 must be 19.13 Where the width of the carriageway at the
19.11 Where the width of the carriageway over the provided on each approach to the double lines at should be of plastic construction.
crossing is less than 5 m, centre line markings will not crossings. This might be positioned outside the area 19.17 Any stud laid within 2 m of a running rail less than 5 m in width.
normally be provided. covered by the level crossing order; if so, the traffic crossing if beyond this distance the carriageway is
authority must ensure that it is provided. A second the lines at nominal intervals of 4 m. table 4-3, or for at least 6 m on each side of the
19.12 Where the width of the carriageway over the arrow is normally used on each approach (see paras single row of white studs must be used, laid between at least the minimum number of marks indicated in
crossing is 5 m or more, but less than 5.5 m, the 5.13 to 5.16 and table 5-1). be accompanied by road studs (regulation 31(3)). A back from each Stop line for a distance equivalent to
centre of the carriageway between the Stop or Give 19.16 The Regulations require double white lines to greater than 40 mph. The warning line should extend
Way lines should be marked with the appropriate speed limit is 40 mph or less, or 1004.1 where it is
longitudinal warning line to diagram 1004 where the ROAD STUDS ROAD STUDS longitudinal warning line to diagram 1004 where the
speed limit is 40 mph or less, or 1004.1 where it is Way lines should be marked with the appropriate
greater than 40 mph. The warning line should extend 19.16 The Regulations require double white lines to centre of the carriageway between the Stop or Give
back from each Stop line for a distance equivalent to be accompanied by road studs (regulation 31(3)). A 5.13 to 5.16 and table 5-1). crossing is 5 m or more, but less than 5.5 m, the
at least the minimum number of marks indicated in single row of white studs must be used, laid between arrow is normally used on each approach (see paras 19.12 Where the width of the carriageway over the
table 4-3, or for at least 6 m on each side of the the lines at nominal intervals of 4 m. authority must ensure that it is provided. A second
crossing if beyond this distance the carriageway is covered by the level crossing order; if so, the traffic normally be provided.
less than 5 m in width. 19.17 Any stud laid within 2 m of a running rail crossings. This might be positioned outside the area crossing is less than 5 m, centre line markings will not
should be of plastic construction. provided on each approach to the double lines at 19.11 Where the width of the carriageway over the
19.13 Where the width of the carriageway at the 19.15 At least one arrow to diagram 1014 must be
crossing and on the immediate approaches is 5.5 m 19.11 to 19.13).
or more, the centre of the carriageway over the used, unless a lay-by is provided. depends on the width of the carriageway (see paras
crossing should be marked with a double continuous position of the sign to diagram 784.1, where this is 19.10 The type of centre line marking used generally
line to diagram 1013.1A (see paras 19.16, 19.17 and but the double lines should not extend beyond the
figure 19-1). This should be continued along the Table 19-1 Length of double white lines lengths in the table may be increased by up to 50%, on each approach.
approach to the crossing where justified by the roads having a carriageway more than 7.3 m wide the edge. The markings should be continued as necessary
normal visibility criteria for double white lines; at 85 percentile Recommended and diagram 1013.1D, are shown in table 19-1. For separated from the main carriageway, along the front
automatic half barrier crossings it should extend for speed length of double lines diagram 1013.1A, or a combination of that marking be provided along the back of each footway and, if
at least 12 m back from the Stop line. Unless the (mph) measured from the Stop line Recommended overall lengths of the marking to detailed in table 4-5. A 100 mm wide line should also
double continuous line extends further back from (m) approaches which may have been specially widened). the road passes over a level crossing. Line widths are
each Stop line than the distance indicated in carriageway (i.e. excluding any part of the crossing or provided along each edge of the carriageway where
Up to 30 Up to 30
table 19-1, it should be preceded by a double white using the road, and on the general width of the 19.9 A continuous line to diagram 1012.1 should be
31 to 40 30 to 45
line to diagram 1013.1D, with the continuous line depends on the 85th percentile speed of private cars
Over 40 45 to 60
nearer to drivers approaching the crossing. 19.14 The minimum length of double white lines LONGITUDINAL ROAD MARKINGS
114
115
YELLOW BOX MARKINGS 19.19 Where a long box is required (up to the 30 m
maximum prescribed), the marking should be
19.18 Yellow box markings to diagram 1045 may be extended using additional diamond shaped units on
provided only where specified in the level crossing the approach side and additional diagonal crosses on
order. They should be provided at AHBCs if the road the trailing side of the crossing (see figure 19-2).
traffic flow in any one direction exceeds the figures in
table 19-2, but not normally at other types of
crossing. Figure 19-1 shows a layout for a box
marking at a single or double track railway crossing.
Table 19-2 Yellow box criterion
Overall width Yellow box to be provided if

of carriageway vehicle numbers in any one
(m) hour in either direction exceed
5.0 to 5.9 500

6.0 to 7.4 600
7.5 and over 750
750 7.5 and over

600 6.0 to 7.4
500 5.0 to 5.9
(m) hour in either direction exceed

of carriageway vehicle numbers in any one
Overall width Yellow box to be provided if
Table 19-2 Yellow box criterion
marking at a single or double track railway crossing.

crossing. Figure 19-1 shows a layout for a box
table 19-2, but not normally at other types of
traffic flow in any one direction exceeds the figures in
the trailing side of the crossing (see figure 19-2). order. They should be provided at AHBCs if the road
the approach side and additional diagonal crosses on provided only where specified in the level crossing
extended using additional diamond shaped units on 19.18 Yellow box markings to diagram 1045 may be
maximum prescribed), the marking should be
19.19 Where a long box is required (up to the 30 m YELLOW BOX MARKINGS
115
116
20 WAITING RESTRICTIONS in all cases be the same as the width of each line.
(see para 23.18). The gap between double lines must
GENERAL 20.5 If restrictions are imposed in a lay-by, the lines be used. Alternative shades of yellow may be used
to diagram 1017 or 1018.1 should be laid at the environmentally sensitive, the 50 mm wide line may
20.1 Markings indicate where waiting is prohibited back of the lay-by and not along the continuation of roads with a higher limit. In areas regarded as
(paras 20.3 to 20.6) or permitted (paras 20.11 to the main carriageway edge. This should leave no speed limit of 40 mph or less, and 100 mm on
20.27), and where loading is prohibited (paras 20.7 room for doubt that restrictions apply in the lay-by. The 75 mm size should be used on roads with a
to 20.10). They are also used in conjunction with zonal 20.4 Three widths are prescribed for yellow lines.
signing (paras 20.29 to 20.33). 20.6 Yellow waiting restriction lines must not be
laid through a pedestrian crossing or its controlled road that the marking is laid (including any lay-bys).
20.2 These markings must be used only to indicate area (the Zebra, Pelican and Puffin Pedestrian the road to the highway boundary on the side of the
the effect of a statutory provision (see direction 7) Crossings Regulations and General Directions 1997, imposed by these markings applies from the centre of
and (except for double yellow lines) must be used in regulation 9), nor at Toucan and equestrian crossings. the road marking remains the same. The restriction
conjunction with appropriate vertical signs (see See para 5.1 for guidance on the use of waiting vertical sign indicates the time period changes, but
direction 25). Further guidance will be found in restrictions with double white lines. marking or a zig-zag line and at a point where a
Chapter 3. Adequate vertical signing is essential, so another (see figure 20-1), where it abuts a bay
that drivers can readily establish the precise each end of a line, where one type of line changes to
restrictions in force. Inadequately signed restrictions PROHIBITION OF LOADING MARKINGS week or year). A transverse mark must be placed at
are likely to be legally unenforceable. the prohibition applies for some lesser time (of day,
20.7 The markings consist of either a single or a months. The single line (diagram 1017) indicates that
double transverse mark on the kerb. The double time period is at least four but less than twelve
PROHIBITION OF WAITING MARKINGS mark (diagram 1020.1) indicates that loading or months. The sign to diagram 637.3 is used only if the
unloading of vehicles on that side of a length of any time during a period of at least four consecutive
20.3 The markings consist of either a single or a of vehicles on that side of the road is prohibited at
double continuous yellow line laid at approximately double line (diagram 1018.1) indicates that waiting
250 mm from the edge of the carriageway. The 250 mm from the edge of the carriageway. The
double line (diagram 1018.1) indicates that waiting double continuous yellow line laid at approximately
of vehicles on that side of the road is prohibited at 20.3 The markings consist of either a single or a
any time during a period of at least four consecutive unloading of vehicles on that side of a length of
months. The sign to diagram 637.3 is used only if the mark (diagram 1020.1) indicates that loading or PROHIBITION OF WAITING MARKINGS
time period is at least four but less than twelve double transverse mark on the kerb. The double
months. The single line (diagram 1017) indicates that 20.7 The markings consist of either a single or a
the prohibition applies for some lesser time (of day, are likely to be legally unenforceable.
week or year). A transverse mark must be placed at PROHIBITION OF LOADING MARKINGS restrictions in force. Inadequately signed restrictions
each end of a line, where one type of line changes to that drivers can readily establish the precise
another (see figure 20-1), where it abuts a bay Chapter 3. Adequate vertical signing is essential, so
marking or a zig-zag line and at a point where a restrictions with double white lines. direction 25). Further guidance will be found in
vertical sign indicates the time period changes, but See para 5.1 for guidance on the use of waiting conjunction with appropriate vertical signs (see
the road marking remains the same. The restriction regulation 9), nor at Toucan and equestrian crossings. and (except for double yellow lines) must be used in
imposed by these markings applies from the centre of Crossings Regulations and General Directions 1997, the effect of a statutory provision (see direction 7)
the road to the highway boundary on the side of the area (the Zebra, Pelican and Puffin Pedestrian 20.2 These markings must be used only to indicate
road that the marking is laid (including any lay-bys). laid through a pedestrian crossing or its controlled
20.6 Yellow waiting restriction lines must not be signing (paras 20.29 to 20.33).
20.4 Three widths are prescribed for yellow lines. to 20.10). They are also used in conjunction with zonal
The 75 mm size should be used on roads with a room for doubt that restrictions apply in the lay-by. 20.27), and where loading is prohibited (paras 20.7
speed limit of 40 mph or less, and 100 mm on the main carriageway edge. This should leave no (paras 20.3 to 20.6) or permitted (paras 20.11 to
roads with a higher limit. In areas regarded as back of the lay-by and not along the continuation of 20.1 Markings indicate where waiting is prohibited
environmentally sensitive, the 50 mm wide line may to diagram 1017 or 1018.1 should be laid at the
be used. Alternative shades of yellow may be used 20.5 If restrictions are imposed in a lay-by, the lines GENERAL
(see para 23.18). The gap between double lines must
in all cases be the same as the width of each line.
20 WAITING RESTRICTIONS
116
117
WAITING RESTRICTIONS
NOTE: In Northern Ireland the colour of diagram 1028.2 may be varied to white.
3600 DISABLED
prescribed road is prohibited at any time during a period of at 20.9 The marks should be laid so that the first and
White
Not 2500 max No legend 1033 least four consecutive months. The single mark last in the series correspond with the limits of the
2000 min DOCTOR (diagram 1019) indicates that the prohibition applies prohibition. Where two types of prohibition meet,
for some lesser time (of day, week or year) than this. the more restrictive marking should be placed at the
No legend
The restriction imposed by these markings applies point of change (see figure 20-1). The marks should
prescribed 2700 max LOADING ONLY
White 1032 from the centre of the road to the highway boundary be repeated at approximately 3 m intervals, but may
Not 1800 min DISABLED
on the side the marking is laid. be varied to between 2 m and 4 m to avoid a short
DOCTOR
length at the end. This spacing ensures that there will
No legend 20.8 The kerb mark is 100 mm wide, with a gap always be a mark alongside a stationary vehicle. A
PERMIT HOLDERS ONLY of 100 mm between the lines of the double mark. larger spacing would allow a vehicle to stop between
2700 max 2700 max SOLO M / CS ONLY The mark should be 250 mm long and may be the marks and a driver might claim that it was not
White 1028.4
1800 min 1800 min SOLO M / CYCLES ONLY extended down the kerb face. Where there is no clear that the prohibition extended between them.
SOLO MOTORCYCLES ONLY raised kerb, the 300 mm mark should be used,
DOCTOR positioned so that its nearer end is approximately 20.10 The marks must not be laid at a pedestrian
250 mm from the prohibition of waiting line. crossing, or within its controlled area.
para 20.13 No legend
See LOADING ONLY
4200 max
White 3600 max LARGE OR SLOW VEHICLES ONLY 1028.3
3000 min Table 20-1 Bay marking details
(1800 min ) BUSES
2700 min DISABLED
Diagram Alternative legends Width of bay Colour
POLICE No. (mm) of
See note 2700 max 2700 max
AMBULANCES 1028.2 marking
Yellow 1800 min 1800 min At In centre
TAXIS
kerbside of road
of road kerbside
TAXIS
In centre At 1800 min 1800 min Yellow
marking 1028.2 AMBULANCES
2700 max 2700 max See note
of (mm) No. POLICE
Colour Width of bay Alternative legends Diagram
DISABLED 2700 min
BUSES (1800 min )
Table 20-1 Bay marking details 3000 min
1028.3 LARGE OR SLOW VEHICLES ONLY 3600 max White
4200 max
LOADING ONLY See
No legend para 20.13
crossing, or within its controlled area. 250 mm from the prohibition of waiting line.
20.10 The marks must not be laid at a pedestrian positioned so that its nearer end is approximately DOCTOR
raised kerb, the 300 mm mark should be used, SOLO MOTORCYCLES ONLY
clear that the prohibition extended between them. extended down the kerb face. Where there is no SOLO M / CYCLES ONLY 1800 min 1800 min
1028.4 White
the marks and a driver might claim that it was not The mark should be 250 mm long and may be SOLO M / CS ONLY 2700 max 2700 max
larger spacing would allow a vehicle to stop between of 100 mm between the lines of the double mark. PERMIT HOLDERS ONLY
always be a mark alongside a stationary vehicle. A 20.8 The kerb mark is 100 mm wide, with a gap No legend
length at the end. This spacing ensures that there will
DOCTOR
be varied to between 2 m and 4 m to avoid a short on the side the marking is laid.
DISABLED 1800 min Not
be repeated at approximately 3 m intervals, but may from the centre of the road to the highway boundary 1032 White
LOADING ONLY 2700 max prescribed
point of change (see figure 20-1). The marks should The restriction imposed by these markings applies
No legend
the more restrictive marking should be placed at the for some lesser time (of day, week or year) than this.
prohibition. Where two types of prohibition meet, (diagram 1019) indicates that the prohibition applies DOCTOR 2000 min
No legend 2500 max Not
last in the series correspond with the limits of the least four consecutive months. The single mark 1033 White
20.9 The marks should be laid so that the first and road is prohibited at any time during a period of at prescribed
DISABLED 3600
NOTE: In Northern Ireland the colour of diagram 1028.2 may be varied to white.
117
171_Traffic Signs Ch5_NEW Text / Sig: 59 / Plate B
118
Figure 20-2
PARKING BAYS either at the road edge or in the centre of the road
Diagram 1028.2
and may be extended to any length to accord with
20.11 Parking bays may be marked parallel to the the traffic order. The legend should be repeated at
2700 max 2700 max
kerb, at an angle to it, wholly or partially on the intervals of about 12 m and marked on both sides 1800 min 1800 min
footway, or in the centre of the road. They are when used in the centre of the road. Where stopping
prescribed as diagrams 1028.2, 1028.3, 1028.4, by other vehicles is prohibited, the sign to diagram
1032 and 1033. Details are shown in table 20-1. 650.1 is used together with the yellow prohibitory
Where the bay to diagram 1028.2 is allocated to line from diagram 1025.1 (see para 17.20). Otherwise
(100) (100)
different users at different times, a special direction the prohibition of waiting sign to diagram 650.2 is 2400 max 2400 max
(75) (75)
should be sought from the Department to use no used. In both cases a traffic regulation order is 600 min 50 600 min 50
legend (see para 2.1). required.
150 max 150 max

20.12 The marking to diagram 1028.2 (figure 20-2) 20.13 The marking to diagram 1028.3 (see 50 min 50 min
Edge of carriageway
forms a single continuous bay with the legend TAXIS, figure 20-3) forms a wide bay, designed for use by
AMBULANCES or POLICE as appropriate, marked vehicles displaying a disabled person's badge, by
outside the bay. The marking is coloured yellow (in buses or by large vehicles. It is accompanied by the
Northern Ireland this may be varied to white). It is laid upright sign to diagram 639.1B, 660 (varied to
600 600 min 600 min

max 1500 max
350 min 700 max 350 min 700 max
900 max
600 600 600 600

600 600
600 600
600 600 600 600
900 max
350 min 700 max 350 min 700 max
1500 max max
600 min 600 min 600
Edge of carriageway
upright sign to diagram 639.1B, 660 (varied to Northern Ireland this may be varied to white). It is laid
buses or by large vehicles. It is accompanied by the outside the bay. The marking is coloured yellow (in
vehicles displaying a disabled person's badge, by AMBULANCES or POLICE as appropriate, marked
figure 20-3) forms a wide bay, designed for use by forms a single continuous bay with the legend TAXIS,
50 min 50 min 20.13 The marking to diagram 1028.3 (see 20.12 The marking to diagram 1028.2 (figure 20-2)
150 max 150 max
required. legend (see para 2.1).

50 600 min 50 600 min used. In both cases a traffic regulation order is should be sought from the Department to use no
(75) 2400 max (75) 2400 max the prohibition of waiting sign to diagram 650.2 is different users at different times, a special direction
(100) (100)
line from diagram 1025.1 (see para 17.20). Otherwise Where the bay to diagram 1028.2 is allocated to
650.1 is used together with the yellow prohibitory 1032 and 1033. Details are shown in table 20-1.
by other vehicles is prohibited, the sign to diagram prescribed as diagrams 1028.2, 1028.3, 1028.4,
when used in the centre of the road. Where stopping footway, or in the centre of the road. They are
1800 min 1800 min intervals of about 12 m and marked on both sides kerb, at an angle to it, wholly or partially on the
2700 max 2700 max
the traffic order. The legend should be repeated at 20.11 Parking bays may be marked parallel to the
and may be extended to any length to accord with
Diagram 1028.2
either at the road edge or in the centre of the road PARKING BAYS
Figure 20-2
118

171_Traffic Signs Ch5_NEW Text / Sig: 60 / Plate A
119
Figure 20-3
Diagram 1028.3
“Large or slow vehicles only”), 660.4 (“Loading the traffic order. The legend should be repeated at
only”), 661A (“Disabled badge holders only”), 661.1, intervals of about 12 m and marked on both sides
4200 max 3600 max
786 (“PARK HERE AND USE PHONE AT CROSSING”), when used in the centre of the road. If the road is too
3000 min 2700 min
801 (when used with 804.1), or 969. The bay is white narrow to permit traffic (especially fire engines) to
in colour and may be accompanied by the legend pass a 2700 mm wide DISABLED bay, the bay width
BUSES, DISABLED, LARGE OR SLOW VEHICLES ONLY may be reduced, subject to an absolute minimum of
or LOADING ONLY, marked outside the bay. It may 1800 mm. When the width is 2700 mm or less, the
(100)
(100) (75)
(75) 50 be placed at the road edge or in the centre of the transverse marking will be as in diagram 1028.4.
50 road. When marking a space for disabled users, the
word DISABLED may be omitted, e.g. in streets with 20.14 The LARGE OR SLOW VEHICLES ONLY variant
350 min 700 max 350 min 700 max
block paving, although use of the legend will help of diagram 1028.3 may be used with the sign to
badge holders identify parking places more easily. It diagram 660, similarly varied, at level crossings where
is recommended that all disabled bays in a locality drivers are required to stop and telephone before
are treated in the same way to avoid confusion. The crossing. It may also be used to designate places for
Edge of carriageway
2400 max 2400 max
600 min 600 min bay may be extended to any length to accord with large vehicles awaiting police escort.
min min
6600 6600
600 600
300 min
600 max
600 min 600 min
150 max 150 max 600 max 600 600 1200 max 1200 max
50 min 50 min
600 600 600 600 600
600 600 600 600 600

50 min 50 min
1200 max 1200 max 600 600 600 max 150 max 150 max
Edge of carriageway
600 min 600 min
600 max
300 min
600 600
6600 6600
min min
large vehicles awaiting police escort. bay may be extended to any length to accord with 600 min 600 min
crossing. It may also be used to designate places for are treated in the same way to avoid confusion. The 2400 max 2400 max
drivers are required to stop and telephone before is recommended that all disabled bays in a locality
diagram 660, similarly varied, at level crossings where badge holders identify parking places more easily. It
of diagram 1028.3 may be used with the sign to block paving, although use of the legend will help
350 min 700 max 350 min 700 max
20.14 The LARGE OR SLOW VEHICLES ONLY variant word DISABLED may be omitted, e.g. in streets with
road. When marking a space for disabled users, the 50
transverse marking will be as in diagram 1028.4. be placed at the road edge or in the centre of the 50 (75)
(75) (100)
(100)
1800 mm. When the width is 2700 mm or less, the or LOADING ONLY, marked outside the bay. It may
may be reduced, subject to an absolute minimum of BUSES, DISABLED, LARGE OR SLOW VEHICLES ONLY
pass a 2700 mm wide DISABLED bay, the bay width in colour and may be accompanied by the legend
narrow to permit traffic (especially fire engines) to 801 (when used with 804.1), or 969. The bay is white
2700 min 3000 min
when used in the centre of the road. If the road is too 786 (“PARK HERE AND USE PHONE AT CROSSING”),
3600 max 4200 max
intervals of about 12 m and marked on both sides only”), 661A (“Disabled badge holders only”), 661.1,
the traffic order. The legend should be repeated at “Large or slow vehicles only”), 660.4 (“Loading
Diagram 1028.3
Figure 20-3
119

120
Figure 20-4
Diagram 1028.4
20.15 The marking to diagram 1028.4 (figure 20-4) The words DOCTOR, DISABLED or LOADING ONLY
indicates a designated parking place used for limited may be added in the manner shown in diagram
2700 max 2700 max
waiting, for permit holders, for a particular class of 1028.4 (figure 20-4). The marking was originally for 1800 min 1800 min
vehicle, or for payment parking. It forms a single bay use only when charges were made for parking.
coloured white and may be placed at the edge or in However, it may now also be used to mark individual
the centre of the road. Where provided for in the bays for free limited waiting. Where charges are
order, it may be laid partly or wholly on the footway discontinued, it will therefore no longer be necessary
(100) (100)
(see para 20.23) and extended to any length. The to change the bay markings. 2400 max 2400 max
(75) (75)
legend DOCTOR may be omitted or varied to SOLO 600 min 50 600 min 50
MOTORCYCLES ONLY, SOLO M / CYCLES ONLY, 20.17 The angled bays indicated in diagram 1033
150 max 150 max
SOLO M / CS ONLY or PERMIT HOLDERS ONLY, and (figure 20-6) may be used both where charges are 50 min 50 min
Edge of carriageway
should be repeated at intervals of about 12 m. made (i.e. pay and display, meter, permit, voucher or
disc parking) and where parking is free. The angle
20.16 The marking to diagram 1032 (figure 20-5) is between the markings and the carriageway edge may
used to divide a length of road into individual be varied to suit the available road width. When not
parking places, each end of a series of parking places at right angles, the bays should be angled so that
being marked as a double line. The dividing marks drivers are required to reverse into them. This is safer
between two adjacent spaces may be omitted to form than reversing out, when visibility might be restricted
a single long bay with a maximum length of 13.2 m. by adjacent parked vehicles.
350 min 700 max 350 min 700 max
600 600 min 600 min

600
max 900 max 1500 max
600 600
600 600 600
600 600 600
600 600
1500 max 900 max max
600 600 min
600 min 600
350 min 700 max 350 min 700 max

by adjacent parked vehicles. a single long bay with a maximum length of 13.2 m.
than reversing out, when visibility might be restricted between two adjacent spaces may be omitted to form
Edge of carriageway
drivers are required to reverse into them. This is safer being marked as a double line. The dividing marks
at right angles, the bays should be angled so that parking places, each end of a series of parking places
be varied to suit the available road width. When not used to divide a length of road into individual
between the markings and the carriageway edge may 20.16 The marking to diagram 1032 (figure 20-5) is
disc parking) and where parking is free. The angle
made (i.e. pay and display, meter, permit, voucher or should be repeated at intervals of about 12 m.
50 min 50 min (figure 20-6) may be used both where charges are SOLO M / CS ONLY or PERMIT HOLDERS ONLY, and
150 max 150 max
20.17 The angled bays indicated in diagram 1033 MOTORCYCLES ONLY, SOLO M / CYCLES ONLY,
50 600 min 50 600 min legend DOCTOR may be omitted or varied to SOLO
(75) 2400 max (75) 2400 max to change the bay markings. (see para 20.23) and extended to any length. The
(100) (100)
discontinued, it will therefore no longer be necessary order, it may be laid partly or wholly on the footway
bays for free limited waiting. Where charges are the centre of the road. Where provided for in the
However, it may now also be used to mark individual coloured white and may be placed at the edge or in
use only when charges were made for parking. vehicle, or for payment parking. It forms a single bay
1800 min 1800 min 1028.4 (figure 20-4). The marking was originally for waiting, for permit holders, for a particular class of
2700 max 2700 max
may be added in the manner shown in diagram indicates a designated parking place used for limited
The words DOCTOR, DISABLED or LOADING ONLY 20.15 The marking to diagram 1028.4 (figure 20-4)
Diagram 1028.4
Figure 20-4 WAITING RESTRICTIONS
120

121
Figure 20-6
Diagram 1033
20.18 One or more of the angled parking places may MARKING OF BAYS
be reserved for the use of disabled badge holders.
Each such bay is then widened to 3.6 m; the legend 20.19 The normal width of the lines outlining
36 DISABLED may be added to each bay to help identify parking bays is 50 mm. This may be varied to 75 mm
00
600 600
25 it. Standard width bays may indicate DOCTOR. The for greater emphasis or to reduce maintenance, or to
20 00 m
00
mi ax 150 max limit of the row of parking bays must be marked with 100 mm to accommodate the use of paving blocks in
n 50 min the double terminal mark shown in diagram 1033; block-paved areas. Any legend should be marked
60
0 350 this is omitted where the limit is delineated by a outside the bay and with the correct orientation to be
(10 raised kerb. The extended marks shown alongside the read by a passing driver (see figure 20-7). The
(75 0) DISABLED legend are used to mark the limits of the transverse line may be omitted where the marking is
50 ) 42 42
00 00 DISABLED bay (or DOCTOR when so marked). placed in a layby or where the end of the bay is
mi mi
60
0 n n delineated by a raised kerb (see figure 20-7).
60
0m (10
in (75 0)
90
0m 50 ) angle
10
ax 0 variable
Edge of carriageway 50 (75) (100) Edge of carriageway 100

max
50
600 50 (75) (100) 600 600 max
1800 min (75)
2700 max 550 (100)
600 min 600
Figure 20-5 4500 min 900 max
1150
6600 max 600
Diagram 1032
600 Diagram 1032

6600 max
1150
900 max 4500 min Figure 20-5
600 600 min
(100) 550 2700 max
600 max (75) 1800 min
600
50
50 (75) (100) 600
max
100 Edge of carriageway 50 (75) (100) Edge of carriageway
variable 0 x
50 ) 10 0 ma
angle
(75 0) 90
n
(10 0 mi
60
in 0
delineated by a raised kerb (see figure 20-7). in 60
0m 00m
0 42 50 )
placed in a layby or where the end of the bay is DISABLED bay (or DOCTOR when so marked).
42
transverse line may be omitted where the marking is DISABLED legend are used to mark the limits of the (75 0)
read by a passing driver (see figure 20-7). The raised kerb. The extended marks shown alongside the (10
350 0
60
outside the bay and with the correct orientation to be this is omitted where the limit is delineated by a
50 min n
mi ax
block-paved areas. Any legend should be marked the double terminal mark shown in diagram 1033;
150 max 0
0
20 00 m
100 mm to accommodate the use of paving blocks in limit of the row of parking bays must be marked with
600 600
for greater emphasis or to reduce maintenance, or to it. Standard width bays may indicate DOCTOR. The
00 25
parking bays is 50 mm. This may be varied to 75 mm DISABLED may be added to each bay to help identify 36
20.19 The normal width of the lines outlining Each such bay is then widened to 3.6 m; the legend
be reserved for the use of disabled badge holders.
MARKING OF BAYS 20.18 One or more of the angled parking places may
Diagram 1033
Figure 20-6
121

122
the “no stopping” variant is used (see para 20.12
terminal sign. should be used in addition to the bay marking. When
20.20 A bay laid adjacent to the road edge should and direction 22(3)(a)) the yellow line to diagram zone are required only if restrictions differ from the operating, the normal yellow lines or kerb marks
be designed so that neither it nor the associated 1017 is omitted. Kerb marks are still required if 1028.3, 1028.4, 1032 or 1033). Vertical signs in the times when the marking to diagram 1028.2 is not
legend overlaps the centre line road marking. A loading is prohibited outside these times. marked with white bay road markings (diagrams 20.25 If waiting (or loading) restrictions apply at
centre line should not be interrupted alongside bay throughout the zone hours). Parking places must be
markings. If conditions allow, it may be moved away 20.26 Where waiting is prohibited at certain times mandatory school entrance markings which apply the day only. Guidance on this is given below.
from the geometric centre of the carriageway to (e.g. peak hours) and limited waiting, or waiting by other than at parking places (or bus stop clearways or times of the day, or for bays to be used for parts of
permit traffic to pass a row of parked vehicles without specified classes of user, permitted at other times, a 1019 or 1020.1) must be laid throughout the zone, available for two or more different uses at different
crossing the centre line. Lane lines should not be white bay marking (diagram 1028.3, 1028.4, 1032 or or 1018.1) and, if appropriate, kerb marks (diagram 20.24 It is sometimes necessary for bays to be
interrupted but may also be realigned if practicable. 1033 as appropriate) should be used with a single combination of these. Yellow lines (diagram 1017
yellow line to diagram 1017 continued through the pay and display and voucher parking, and any SHARED AND PART TIME BAYS
20.21 If adjacent bays for different uses would be of bay. Where loading is prohibited, the kerb markings 20.29 This category includes meter, disc, ticket,
different widths, the greatest width should be to diagram 1019 or 1020.1 must also be used. An
adopted for all (where permitted by the Regulations) upright sign to diagram 639.1B should be provided. CONTROLLED PARKING ZONE carriageway side of the marking (see figure 20-7).
to avoid a potentially confusing stepped edge. The bottom parts of the sign may be varied to kerb. Any legend should be laid only on the
diagrams 660, 660.3, 660.4, 660.5, 661A, 661.2A, hand diagram in figure 20-4 and adjacent to the
20.22 Where a taxi bay (diagram 1028.2) is sited 661.3A or 662 if appropriate. continuous yellow edge line, (see direction 22(3)(a)). should be the reverse of the pattern shown in the left
next to a bay coloured white, it will be necessary to diagram 650.1), as they already incorporate a Where a bay is marked wholly on the footway, it
use the single yellow terminal line and the white 20.27 If the upper part of diagram 639.1B is varied 1025.1, 1025.3, 1025.4 and 1028.2 (when used with shown in the right hand diagram in figure 20-4.
terminal line (double white if the white bay is to diagram 650.2 (no waiting except taxis or other are discontinued through markings to diagrams partly on the carriageway, it should be to the pattern
diagram 1032). There should be a gap of 100 mm designated vehicles), the white bay marking 20.28 Yellow waiting or loading restriction markings 20.23 Where a bay is laid partly on the footway and
between the two markings. However, when appropriate to the lower panel is used. The yellow
changing between 1028.3, 1028.4 and 1032, the bay marking to diagram 1028.2 normally associated indicated with a single yellow line to diagram 1017. figure 20-7 for examples).
transverse white line (or one such line of diagram with diagram 650.2 cannot be used in these restrictions shown in the upper part of the sign is markings if they are identical in size and colour (see
1032) should be treated as common to both circumstances, so the presence of the waiting circumstances, so the presence of the waiting 1032) should be treated as common to both
markings if they are identical in size and colour (see restrictions shown in the upper part of the sign is with diagram 650.2 cannot be used in these transverse white line (or one such line of diagram
figure 20-7 for examples). indicated with a single yellow line to diagram 1017. bay marking to diagram 1028.2 normally associated changing between 1028.3, 1028.4 and 1032, the
appropriate to the lower panel is used. The yellow between the two markings. However, when
20.23 Where a bay is laid partly on the footway and 20.28 Yellow waiting or loading restriction markings designated vehicles), the white bay marking diagram 1032). There should be a gap of 100 mm
partly on the carriageway, it should be to the pattern are discontinued through markings to diagrams to diagram 650.2 (no waiting except taxis or other terminal line (double white if the white bay is
shown in the right hand diagram in figure 20-4. 1025.1, 1025.3, 1025.4 and 1028.2 (when used with 20.27 If the upper part of diagram 639.1B is varied use the single yellow terminal line and the white
Where a bay is marked wholly on the footway, it diagram 650.1), as they already incorporate a next to a bay coloured white, it will be necessary to
should be the reverse of the pattern shown in the left continuous yellow edge line, (see direction 22(3)(a)). 661.3A or 662 if appropriate. 20.22 Where a taxi bay (diagram 1028.2) is sited
hand diagram in figure 20-4 and adjacent to the diagrams 660, 660.3, 660.4, 660.5, 661A, 661.2A,
kerb. Any legend should be laid only on the The bottom parts of the sign may be varied to to avoid a potentially confusing stepped edge.
carriageway side of the marking (see figure 20-7). CONTROLLED PARKING ZONE upright sign to diagram 639.1B should be provided. adopted for all (where permitted by the Regulations)
to diagram 1019 or 1020.1 must also be used. An different widths, the greatest width should be
20.29 This category includes meter, disc, ticket, bay. Where loading is prohibited, the kerb markings 20.21 If adjacent bays for different uses would be of
SHARED AND PART TIME BAYS pay and display and voucher parking, and any yellow line to diagram 1017 continued through the
combination of these. Yellow lines (diagram 1017 1033 as appropriate) should be used with a single interrupted but may also be realigned if practicable.
20.24 It is sometimes necessary for bays to be or 1018.1) and, if appropriate, kerb marks (diagram white bay marking (diagram 1028.3, 1028.4, 1032 or crossing the centre line. Lane lines should not be
available for two or more different uses at different 1019 or 1020.1) must be laid throughout the zone, specified classes of user, permitted at other times, a permit traffic to pass a row of parked vehicles without
times of the day, or for bays to be used for parts of other than at parking places (or bus stop clearways or (e.g. peak hours) and limited waiting, or waiting by from the geometric centre of the carriageway to
the day only. Guidance on this is given below. mandatory school entrance markings which apply 20.26 Where waiting is prohibited at certain times markings. If conditions allow, it may be moved away
throughout the zone hours). Parking places must be centre line should not be interrupted alongside bay
20.25 If waiting (or loading) restrictions apply at marked with white bay road markings (diagrams loading is prohibited outside these times. legend overlaps the centre line road marking. A
times when the marking to diagram 1028.2 is not 1028.3, 1028.4, 1032 or 1033). Vertical signs in the 1017 is omitted. Kerb marks are still required if be designed so that neither it nor the associated
operating, the normal yellow lines or kerb marks zone are required only if restrictions differ from the and direction 22(3)(a)) the yellow line to diagram 20.20 A bay laid adjacent to the road edge should
should be used in addition to the bay marking. When terminal sign.
the “no stopping” variant is used (see para 20.12
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123
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PEDESTRIAN ZONE RESTRICTED ZONE
20.30 Yellow lines (and kerb marks) must be used 20.33 Restricted zones generally use vertical signs to planters or other street furniture.
unless the conditions in direction 24(4) are met (see restrict parking, with no yellow line markings. They markings, or to be delineated by bollards,
para 20.31) or a special direction has been issued to are signed using a specially authorised variant of uniform. The bays will need standard
omit them (see para 20.32). Parking or loading bays diagram 663 with the legend “Restricted ZONE“ and but waiting restrictions are otherwise
are not normally provided, but see para 20.32(iii). the words “Except in signed bays“ added where or taxi ranks are provided within the zone,
appropriate. White bay markings (diagrams 1028.3 or (iii) where parking and loading bays, bus stops
20.31 The conditions under which direction 24(4) 1028.4) or yellow bus stop or taxi markings (diagrams
permits the omission of yellow lines and kerb 1025.1, 1025.3, 1025.4 or 1028.2) will be used if requirements of direction 24(4) are met, or
markings are where: required. They need not be used if the bays are from the footway, and the other
physically delineated by kerbs, bollards, planters or are used to distinguish the carriageway
(i) the entry of vehicles is restricted at the other street furniture. different colours or textures of surfacing
same time as the waiting restrictions (ii) where the road surface is at one level, but
apply,
LORRY AND BUS PARKING BAN ZONE restricted,
(ii) the footway and carriageway are not the times at which vehicle entry is
separately defined (i.e. the whole road 20.34 Where it is desired to ban parking by large vehicles are not likely to be parked outside
width is paved over without change of vehicles for part of the day in residential areas, lorry where the road surface is not paved but (i)
level or material), and or bus parking ban zones may be introduced. Such with in para 16.7, and in bus lanes in para 17.11.
zones are effected using upright signs to diagrams 20.35 The use of yellow lines in cycle lanes is dealt be omitted in other circumstances, for example:
(iii) the waiting restrictions apply uniformly 640.2A and 665, without the use of road markings. (see para 2.1) to allow yellow lines and kerb marks to
throughout the zone. CYCLE AND BUS LANES 20.32 It may be possible to issue a special direction
20.32 It may be possible to issue a special direction CYCLE AND BUS LANES throughout the zone.
(see para 2.1) to allow yellow lines and kerb marks to 640.2A and 665, without the use of road markings. (iii) the waiting restrictions apply uniformly
be omitted in other circumstances, for example: 20.35 The use of yellow lines in cycle lanes is dealt zones are effected using upright signs to diagrams
with in para 16.7, and in bus lanes in para 17.11. or bus parking ban zones may be introduced. Such level or material), and
(i) where the road surface is not paved but vehicles for part of the day in residential areas, lorry width is paved over without change of
vehicles are not likely to be parked outside 20.34 Where it is desired to ban parking by large separately defined (i.e. the whole road
the times at which vehicle entry is (ii) the footway and carriageway are not
restricted, LORRY AND BUS PARKING BAN ZONE
apply,
(ii) where the road surface is at one level, but same time as the waiting restrictions
different colours or textures of surfacing other street furniture. the entry of vehicles is restricted at the (i)
are used to distinguish the carriageway physically delineated by kerbs, bollards, planters or
from the footway, and the other required. They need not be used if the bays are markings are where:
requirements of direction 24(4) are met, or 1025.1, 1025.3, 1025.4 or 1028.2) will be used if permits the omission of yellow lines and kerb
1028.4) or yellow bus stop or taxi markings (diagrams 20.31 The conditions under which direction 24(4)
(iii) where parking and loading bays, bus stops appropriate. White bay markings (diagrams 1028.3 or
or taxi ranks are provided within the zone, the words “Except in signed bays“ added where are not normally provided, but see para 20.32(iii).
but waiting restrictions are otherwise diagram 663 with the legend “Restricted ZONE“ and omit them (see para 20.32). Parking or loading bays
uniform. The bays will need standard are signed using a specially authorised variant of para 20.31) or a special direction has been issued to
markings, or to be delineated by bollards, restrict parking, with no yellow line markings. They unless the conditions in direction 24(4) are met (see
planters or other street furniture. 20.33 Restricted zones generally use vertical signs to 20.30 Yellow lines (and kerb marks) must be used
RESTRICTED ZONE PEDESTRIAN ZONE
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21 TRAFFIC CALMING
INTRODUCTION 21.5 The marking may be used where a speed limit

with an advisory speed limit. changes, or as a repeater in conjunction with upright
(see figure 21-1). It must not be used in association 21.1 This section is not intended to be a detailed signing. On roads where there is a 20 mph speed
travel to compensate for the foreshortening effect description of traffic calming techniques, but a guide limit, elongated roundels may be used in conjunction
speed limit in force and elongated in the direction of to the markings used with such schemes. with the vertical 20 mph repeaters. Neither signs nor
diagram 1065. The marking is varied to show the road markings may be used as repeaters to indicate a
on the carriageway using the marking prescribed in 21.2 Advice on marking the following is given in the 30 mph speed limit on roads with street lighting.
21.4 An indication of the speed limit may be placed paragraphs indicated:
SPEED LIMIT ROUNDEL (i) speed limit roundels (paras 21.4to 21.6),
(ii) road humps (paras 21.7 to 21.12),

limit is signed using diagram 670.
markings are always required where a 20 mph speed (iii) speed cushions (paras 21.13 to 21.15),
traffic authority considers them appropriate. Hump
cushions or thumps; however they may be used if the (iv) thumps (para 21.16),
markings are not required on road humps, speed
21.3 In 20 mph zones signed with diagram 674, road (v) humped crossings (para 21.17),
humps can be found in Chapter 4. (vi) build-outs (paras 21.18 to 21.21),

Guidance on the warning signs provided for road
(vii) chicanes and pinch points (paras 21.22
(viii) gateways (paras 21.26 to 21.28). to 21.25), and
to 21.25), and (viii) gateways (paras 21.26 to 21.28).

(vii) chicanes and pinch points (paras 21.22
Guidance on the warning signs provided for road
(vi) build-outs (paras 21.18 to 21.21), humps can be found in Chapter 4.
humped crossings (para 21.17), (v) 21.3 In 20 mph zones signed with diagram 674, road
markings are not required on road humps, speed
(iv) thumps (para 21.16), cushions or thumps; however they may be used if the
traffic authority considers them appropriate. Hump
(iii) speed cushions (paras 21.13 to 21.15), markings are always required where a 20 mph speed
limit is signed using diagram 670.
road humps (paras 21.7 to 21.12), (ii)
speed limit roundels (paras 21.4to 21.6), (i) SPEED LIMIT ROUNDEL
paragraphs indicated: 21.4 An indication of the speed limit may be placed

30 mph speed limit on roads with street lighting. 21.2 Advice on marking the following is given in the on the carriageway using the marking prescribed in
road markings may be used as repeaters to indicate a diagram 1065. The marking is varied to show the
with the vertical 20 mph repeaters. Neither signs nor to the markings used with such schemes. speed limit in force and elongated in the direction of
limit, elongated roundels may be used in conjunction description of traffic calming techniques, but a guide travel to compensate for the foreshortening effect
signing. On roads where there is a 20 mph speed 21.1 This section is not intended to be a detailed (see figure 21-1). It must not be used in association
changes, or as a repeater in conjunction with upright with an advisory speed limit.
21.5 The marking may be used where a speed limit INTRODUCTION
21 TRAFFIC CALMING
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126
TRAFFIC CALMING for a maximum distance of 1850 mm if this is less).

marking should be used on both approach ramps.
be driven over the same cushion, the triangular from the edge of the hump to the highest point (or
21.6 The larger marking is used at the start of a On flat-topped humps, the triangle marking should cushion. Where vehicles from both directions might on the approach side of a hump. It should extend
speed limit if approaching traffic is subject to a limit extend for the length of the ramp, if this is less than should be used on the approach ramp of each 21.9 The triangular marking to diagram 1062 is used
higher than 40 mph, otherwise the smaller size is 1850 mm. Two triangular marks should be used in 21.14 A single triangular marking to diagram 1062
used. The size of repeater markings should be each lane; in one-way roads they should be placed pedestrian crossings on road humps).
appropriate to the speed indicated, with the smaller only on the approach side of a road hump. installed (see figure 21-3d). road (see para 21.17 for guidance on locating
roundel being used where the limit is 40 mph or less. occupying only part of the traffic lane in which it is topped humps provided to help pedestrians cross the
21.10 At a hump that is 5 m or more in width, unless 21.13 A speed cushion is a form of road hump topped humps. Tapered ends are not used at flat-
at a Zebra or signalled crossing (see also para 21.17), Figure 21-3c indicates the markings used on flat-
MARKINGS ON ROAD HUMPS the top of the hump must be marked with a line to MARKINGS ON SPEED CUSHIONS figure 21-3b on a road hump with tapered ends.
diagram 1004 (see paras 4.12 to 4.26). This should a typical layout of markings on a round hump, and
21.7 The 2002 Regulations changed the way that be used on the approach to as well as over a hump, round or flat-topped with ramps. Figure 21-3a shows
road hump markings are prescribed. Diagrams 1060, to separate the opposing flows of traffic in a two-way lane should be between 750 mm and 1000 mm. 21.8 Road hump profiles will generally be either
1060.1, 1061 and 1061.1 in the 1994 Regulations road. Where more than one lane is available to traffic vehicles do not enter the area. The width of the cycle
were replaced by the triangular marking to proceeding in the same direction in either a one-way in the form of a mandatory cycle lane, so that other
diagram 1062 (see figure 21-2). Other prescribed or a two-way road, the lanes should be separated by taper of a road hump. Where possible this should be
markings are used on humps as required. the marking to diagram 1004, and two triangular provide a cycle lane bypass between the kerb and the
markings to diagram 1062 should be used in each 21.12 In some cases it might prove helpful to
lane. Care should be taken to ensure that it is evident
which line marks the division between opposing normally extend at least 6 m beyond the hump.
streams of traffic, e.g. by widening the centre line from the taper (direction 18(1)). These should
marking to 150 mm. used, deflected over the hump to guide vehicles away
or yellow lines to diagram 1017 or 1018.1 must be
21.11 Where a road hump has tapered ends which markings to diagram 1012.1 (see paras 4.31 to 4.38)
terminate within 300 mm of the kerb, edge line terminate within 300 mm of the kerb, edge line
markings to diagram 1012.1 (see paras 4.31 to 4.38) 21.11 Where a road hump has tapered ends which
or yellow lines to diagram 1017 or 1018.1 must be
used, deflected over the hump to guide vehicles away marking to 150 mm.
from the taper (direction 18(1)). These should streams of traffic, e.g. by widening the centre line
normally extend at least 6 m beyond the hump. which line marks the division between opposing
lane. Care should be taken to ensure that it is evident
21.12 In some cases it might prove helpful to markings to diagram 1062 should be used in each
provide a cycle lane bypass between the kerb and the the marking to diagram 1004, and two triangular markings are used on humps as required.
taper of a road hump. Where possible this should be or a two-way road, the lanes should be separated by diagram 1062 (see figure 21-2). Other prescribed
in the form of a mandatory cycle lane, so that other proceeding in the same direction in either a one-way were replaced by the triangular marking to
vehicles do not enter the area. The width of the cycle road. Where more than one lane is available to traffic 1060.1, 1061 and 1061.1 in the 1994 Regulations
21.8 Road hump profiles will generally be either lane should be between 750 mm and 1000 mm. to separate the opposing flows of traffic in a two-way road hump markings are prescribed. Diagrams 1060,
round or flat-topped with ramps. Figure 21-3a shows be used on the approach to as well as over a hump, 21.7 The 2002 Regulations changed the way that
a typical layout of markings on a round hump, and diagram 1004 (see paras 4.12 to 4.26). This should
figure 21-3b on a road hump with tapered ends. MARKINGS ON SPEED CUSHIONS the top of the hump must be marked with a line to MARKINGS ON ROAD HUMPS
Figure 21-3c indicates the markings used on flat- at a Zebra or signalled crossing (see also para 21.17),
topped humps. Tapered ends are not used at flat- 21.13 A speed cushion is a form of road hump 21.10 At a hump that is 5 m or more in width, unless
topped humps provided to help pedestrians cross the occupying only part of the traffic lane in which it is roundel being used where the limit is 40 mph or less.
road (see para 21.17 for guidance on locating installed (see figure 21-3d). only on the approach side of a road hump. appropriate to the speed indicated, with the smaller
pedestrian crossings on road humps). each lane; in one-way roads they should be placed used. The size of repeater markings should be
21.14 A single triangular marking to diagram 1062 1850 mm. Two triangular marks should be used in higher than 40 mph, otherwise the smaller size is
21.9 The triangular marking to diagram 1062 is used should be used on the approach ramp of each extend for the length of the ramp, if this is less than speed limit if approaching traffic is subject to a limit
on the approach side of a hump. It should extend cushion. Where vehicles from both directions might On flat-topped humps, the triangle marking should 21.6 The larger marking is used at the start of a
from the edge of the hump to the highest point (or be driven over the same cushion, the triangular
for a maximum distance of 1850 mm if this is less). marking should be used on both approach ramps.
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128
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tapers specified in table 14-1. 1040.4, with the taper specified in table 14-1. Where
should be marked using diagram 1040.4 with the build-out should normally be marked using diagram 21.15 There is no marking prescribed for delineating there is parking immediately preceding the taper, the
crossed. The approaches to chicanes and pinch points squeezed by passing vehicles. The approach to a the edges of a speed cushion as a warning to markings described in para 21.20 may be used. An
or not, to reduce the width of carriageway to be is considered that they would be at risk of being pedestrians. It is recommended that cushions be edge line to diagram 1012.1 may be added. Any
may be useful at crossing places, whether controlled may be left for drainage, or for cyclists where it constructed in material which contrasts with the yellow waiting restriction lines should follow the line
construction of build-outs opposite one another; they constructed integrally with the footway, or a gap road surface. If a cushion is placed in the centre of a of the kerbs around the build-out and not be stopped
side of the road. Pinch points are formed by the carriageway on one side of the road only. It may be carriageway and may be approached by vehicles from either side of a chicane or pinch point.
formed by locating build-outs alternately on each 21.18 A build-out is a feature that extends into the either direction, hatched markings to diagram 1040
21.22 A chicane is a narrowing of the carriageway or 1040.2 may be used on both approaches. 21.19 If it is intended to assign priority to traffic from
BUILD-OUTS one direction, Give Way and triangular markings
CHICANES AND PINCH POINTS (diagrams 1003 and 1023) may be provided,
MARKINGS ON THUMPS supplemented if required by signs to diagrams 615
Highways (Road Humps) Regulations 1999. with 615.1 and 811 with 811.1 (see also para 3.24).
out as a crossing place. requirements are set out in regulation 4 of the 21.16 A thump is a road hump which is between Note that it is not lawful to require traffic from both
however, inconvenience pedestrians using the build- centred upon the hump. The detailed regulatory 900 and 1500 mm long (in the direction of travel). directions to give way. The build-out is normally used
the appropriate vertical sign. Such a gap may, controlled areas, but the crossing must remain No markings are necessary if it is constructed from on the side of the carriageway leading into a traffic-
marked with the cycle symbol, diagram 1057, and (see figure 21-4). Humps may extend into the yellow reflective material. Where non-reflective calmed section and priority given to vehicles
21.21 If a gap is provided for cycles, it should be may be placed on flat-topped kerb-to-kerb humps material is used, it should not be coloured yellow, but travelling in the opposite direction. The Railway
21.17 Pelican, Zebra, Puffin and Toucan crossings should normally incorporate four (with a minimum of Inspectorate should be consulted at an early stage
used (see paras 20.11 to 20.28). two) markings to diagram 1062 on each side of the if such an installation is planned near a level crossing.
order, in which case the appropriate bay marking is HUMPED CROSSINGS thump in line with the approach lane. The markings
unless the parking is controlled by a traffic regulation should extend from the edge to the top of the thump 21.20 A series of build-outs along one side of a road
edge of the carriageway available for through traffic and, in a one-way road, they should be applied can be used to provide sheltered parking places.
seen. Diagram 1010 should be used to delineate the thump if desired. across the full width of the carriageway. Edge of Projecting the build-out beyond parked cars also
enables pedestrians waiting to cross to see and be carriageway markings may be continued over the carriageway markings may be continued over the enables pedestrians waiting to cross to see and be
Projecting the build-out beyond parked cars also across the full width of the carriageway. Edge of thump if desired. seen. Diagram 1010 should be used to delineate the
can be used to provide sheltered parking places. and, in a one-way road, they should be applied edge of the carriageway available for through traffic
21.20 A series of build-outs along one side of a road should extend from the edge to the top of the thump unless the parking is controlled by a traffic regulation
thump in line with the approach lane. The markings HUMPED CROSSINGS order, in which case the appropriate bay marking is
if such an installation is planned near a level crossing. two) markings to diagram 1062 on each side of the used (see paras 20.11 to 20.28).
Inspectorate should be consulted at an early stage should normally incorporate four (with a minimum of 21.17 Pelican, Zebra, Puffin and Toucan crossings
travelling in the opposite direction. The Railway material is used, it should not be coloured yellow, but may be placed on flat-topped kerb-to-kerb humps 21.21 If a gap is provided for cycles, it should be
calmed section and priority given to vehicles yellow reflective material. Where non-reflective (see figure 21-4). Humps may extend into the marked with the cycle symbol, diagram 1057, and
on the side of the carriageway leading into a traffic- No markings are necessary if it is constructed from controlled areas, but the crossing must remain the appropriate vertical sign. Such a gap may,
directions to give way. The build-out is normally used 900 and 1500 mm long (in the direction of travel). centred upon the hump. The detailed regulatory however, inconvenience pedestrians using the build-
Note that it is not lawful to require traffic from both 21.16 A thump is a road hump which is between requirements are set out in regulation 4 of the out as a crossing place.
with 615.1 and 811 with 811.1 (see also para 3.24). Highways (Road Humps) Regulations 1999.
supplemented if required by signs to diagrams 615 MARKINGS ON THUMPS
(diagrams 1003 and 1023) may be provided, CHICANES AND PINCH POINTS
one direction, Give Way and triangular markings BUILD-OUTS
21.19 If it is intended to assign priority to traffic from or 1040.2 may be used on both approaches. 21.22 A chicane is a narrowing of the carriageway
either direction, hatched markings to diagram 1040 21.18 A build-out is a feature that extends into the formed by locating build-outs alternately on each
either side of a chicane or pinch point. carriageway and may be approached by vehicles from carriageway on one side of the road only. It may be side of the road. Pinch points are formed by the
of the kerbs around the build-out and not be stopped road surface. If a cushion is placed in the centre of a constructed integrally with the footway, or a gap construction of build-outs opposite one another; they
yellow waiting restriction lines should follow the line constructed in material which contrasts with the may be left for drainage, or for cyclists where it may be useful at crossing places, whether controlled
edge line to diagram 1012.1 may be added. Any pedestrians. It is recommended that cushions be is considered that they would be at risk of being or not, to reduce the width of carriageway to be
markings described in para 21.20 may be used. An the edges of a speed cushion as a warning to squeezed by passing vehicles. The approach to a crossed. The approaches to chicanes and pinch points
there is parking immediately preceding the taper, the 21.15 There is no marking prescribed for delineating build-out should normally be marked using diagram should be marked using diagram 1040.4 with the
1040.4, with the taper specified in table 14-1. Where tapers specified in table 14-1.
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21.23 A centre line road marking to diagram 1004

should not normally be used between the build-outs
of a chicane or pinch point unless the width of each
traffic lane so formed would be 3 m or more.
in accordance with table 14-1.
21.24 Any yellow waiting restriction lines should 21.28 Edge lines and hatched markings should taper
follow the line of the kerb around the build-out (see
para 21.18). island formed by markings alone can be helpful.
space to accommodate a physical island, a ghost
21.25 Chicanes are not normally appropriate places wide vehicles from passing. If there is insufficient
for pedestrians to cross the road as the attention of care should be taken not to prevent these or other
drivers is likely to be concentrated on negotiating the of some farm vehicles needs to be considered and
features. Pedestrians should not therefore be increase hazards to cyclists. In rural areas, the width
encouraged to cross at such locations, whether by the hatched markings, but care must be taken not to
installation of formal crossings or dropped kerbs. If, central refuge island is provided together with
however, pedestrians are likely to cross at a chicane, areas if necessary. The effect will be increased if a
the design should ensure that they can be seen whilst still allowing larger vehicles to overrun these
clearly and that they can cross the road safely. to make the carriageway appear narrower than it is,
21.27 Edge lines and hatched markings can be used
GATEWAYS appropriate traffic regulation order.

prevent the passage of any vehicle unless there is an
21.26 Gateways can be provided to indicate places rural road enters a town or village. They must not
where the road changes in character, e.g. where a where the road changes in character, e.g. where a
rural road enters a town or village. They must not 21.26 Gateways can be provided to indicate places
prevent the passage of any vehicle unless there is an
appropriate traffic regulation order. GATEWAYS
21.27 Edge lines and hatched markings can be used

to make the carriageway appear narrower than it is, clearly and that they can cross the road safely.
whilst still allowing larger vehicles to overrun these the design should ensure that they can be seen
areas if necessary. The effect will be increased if a however, pedestrians are likely to cross at a chicane,
central refuge island is provided together with installation of formal crossings or dropped kerbs. If,
hatched markings, but care must be taken not to encouraged to cross at such locations, whether by the
increase hazards to cyclists. In rural areas, the width features. Pedestrians should not therefore be
of some farm vehicles needs to be considered and drivers is likely to be concentrated on negotiating the
care should be taken not to prevent these or other for pedestrians to cross the road as the attention of
wide vehicles from passing. If there is insufficient 21.25 Chicanes are not normally appropriate places
space to accommodate a physical island, a ghost
island formed by markings alone can be helpful. para 21.18).
follow the line of the kerb around the build-out (see
21.28 Edge lines and hatched markings should taper 21.24 Any yellow waiting restriction lines should
in accordance with table 14-1.
traffic lane so formed would be 3 m or more.
of a chicane or pinch point unless the width of each
should not normally be used between the build-outs
21.23 A centre line road marking to diagram 1004
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22 WORDED AND DIAGRAMMATIC MARKINGS

lengths of markings being used but it should be the marking to ensure that its impact is not reduced
In practice, site conditions may prevent the full 22.4 Discretion should be exercised in the use of the
structure and run straight until completely clear of it. GENERAL
edge line to manoeuvre under the highest part of the triangle marking to diagram 1023 is prescribed.
encourage long vehicles following the taper of the supplement the GIVE WAY sign itself, for which the 22.1 This section contains guidance on the use of
beyond the bridge for approximately 20 m to warning of STOP and GIVE WAY but not to the following markings:
bridge, together with edge lines, should be extended The marking may be used with advance signs giving
of the road. The lane or lanes passing under the so that drivers are told why they need to slow down. (i) SLOW (paras 22.2 to 22.4),
indicates the available headroom in the central part most effective when it complements a warning sign
chord marking on the bridge (diagram 532.2) which 22.3 Although the marking may be used alone, it is (ii) HIGH VEHICLES (paras 22.5 to 22.10),
to diagram 1010. These should be aligned with the
1014, together with edge of carriageway markings paras 16.23 and 22.50). (iii) KEEP CLEAR (paras 22.11 to 22.25),
arch using this marking and the arrow to diagram diagram 1058.1 for use with cycle facilities (see
should be guided through the highest part of the than 40 mph. Two smaller sizes are prescribed as (iv) LOOK LEFT / RIGHT (paras 22.26
prescribed for use at arch bridges. High vehicles less, and 2800 mm where the speed limit is greater to 22.28),
22.6 The HIGH VEHS marking (diagram 1024.1) is intended for use where the speed limit is 40 mph or
figure 22-1). It is prescribed in two sizes; 1600 mm (v) NO ENTRY and PLAY STREET (paras 22.29
clearance may be greater than at the outside edges. the word SLOW for use on the carriageway (see to 22.33),
higher vehicles to the centre of the road, where the 22.2 The Regulations prescribe in diagram 1024
can be used in the case of arch bridges to guide (vi) police speed check (paras 22.34 through proliferation. At particularly hazardous
markings, together with appropriate warning signs, SLOW to 22.38), and situations, e.g. on the approach to a bend at the end
with in Chapter 4, paras 7.16 to 7.19). Road of a long straight section of high speed road, the
should be clearly signed. (Arch bridge signing is dealt (vii) vehicle separation markings (paras 22.39 marking may be repeated to give added emphasis.
22.5 All bridges with a headroom of less than 16'-6" to 22.50). to 22.44).
elongation of characters can be found in paras 22.45
HIGH VEHICLE MARKINGS AT ARCH BRIDGES Guidance on the formation of words, including the Guidance on the formation of words, including the HIGH VEHICLE MARKINGS AT ARCH BRIDGES
elongation of characters can be found in paras 22.45
to 22.44). to 22.50). 22.5 All bridges with a headroom of less than 16'-6"
marking may be repeated to give added emphasis. (vii) vehicle separation markings (paras 22.39 should be clearly signed. (Arch bridge signing is dealt
of a long straight section of high speed road, the with in Chapter 4, paras 7.16 to 7.19). Road
situations, e.g. on the approach to a bend at the end to 22.38), and SLOW markings, together with appropriate warning signs,
through proliferation. At particularly hazardous (vi) police speed check (paras 22.34 can be used in the case of arch bridges to guide
22.2 The Regulations prescribe in diagram 1024 higher vehicles to the centre of the road, where the
to 22.33), the word SLOW for use on the carriageway (see clearance may be greater than at the outside edges.
(v) NO ENTRY and PLAY STREET (paras 22.29 figure 22-1). It is prescribed in two sizes; 1600 mm
intended for use where the speed limit is 40 mph or 22.6 The HIGH VEHS marking (diagram 1024.1) is
to 22.28), less, and 2800 mm where the speed limit is greater prescribed for use at arch bridges. High vehicles
(iv) LOOK LEFT / RIGHT (paras 22.26 than 40 mph. Two smaller sizes are prescribed as should be guided through the highest part of the
diagram 1058.1 for use with cycle facilities (see arch using this marking and the arrow to diagram
(iii) KEEP CLEAR (paras 22.11 to 22.25), paras 16.23 and 22.50). 1014, together with edge of carriageway markings
to diagram 1010. These should be aligned with the
(ii) HIGH VEHICLES (paras 22.5 to 22.10), 22.3 Although the marking may be used alone, it is chord marking on the bridge (diagram 532.2) which
most effective when it complements a warning sign indicates the available headroom in the central part
SLOW (paras 22.2 to 22.4), (i) so that drivers are told why they need to slow down. of the road. The lane or lanes passing under the
The marking may be used with advance signs giving bridge, together with edge lines, should be extended
the following markings: warning of STOP and GIVE WAY but not to beyond the bridge for approximately 20 m to
22.1 This section contains guidance on the use of supplement the GIVE WAY sign itself, for which the encourage long vehicles following the taper of the
triangle marking to diagram 1023 is prescribed. edge line to manoeuvre under the highest part of the
GENERAL structure and run straight until completely clear of it.
22.4 Discretion should be exercised in the use of the In practice, site conditions may prevent the full
marking to ensure that its impact is not reduced lengths of markings being used but it should be the
22 WORDED AND DIAGRAMMATIC MARKINGS
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WORDED AND DIAGRAMMATIC MARKINGS
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133

vehicles are prescribed in three forms:
carriageway that should be kept clear of stationary
22.11 Keep clear markings to indicate areas of the Table 22-1 Details of HIGH VEHS marking
KEEP CLEAR MARKINGS Speed limit Width of Taper of Length Size of Gap between
(mph) diagram 1010 diagram 1010 of arrow HIGH VEHS legend / legend
marking marking (mm) marking or legend /arrow
are shown in table 22-1.
40 or less 100 1 in 40 4500 1600 1000
22.10 Details of the size and layout of the markings
50 to 60 150 1 in 50 6000 2800 1750
bridge.
footway or the widening of an existing one under the aim to provide as nearly as possible the full length (i) diagram 1026, to allow the passage
strikes, this may also permit the provision of a new indicated in figure 22-2. Where the carriageway is of vehicles into or out of a side road or
the arch and thereby reducing the risk of bridge sufficiently wide to permit two-way flow of low access (see paras 22.12 to 22.14 and
guiding high vehicles through the highest point of vehicles, the centre line should be continued through figure 22-3),
to a single lane under the bridge. In addition to the bridge as a warning line; if there is insufficient
used, in which case the carriageway may be reduced width the line should be discontinued. (ii) diagram 1026.1, to keep accesses and
diagram 1003 or shuttle working signals may be dropped kerbs clear (see paras 22.15
22.9 A priority system using Give Way lines to 22.7 The area between the edge lines and the edge to 22.18 and figure 22-4), and
of carriageway must not be filled in with hatched
part of the bridge. lines. If all vehicles are required to adopt the centre (iii) diagram 1027.1, to keep clear the access
crossing the marking to gain access to the highest path route, hatched markings to diagram 1040.4 to a school, hospital or fire, police or
drivers of high vehicles do not commit an offence by should be used in place of diagram 1010. ambulance station (see paras 22.19 to
the bridge and replaced by a warning line, so that 22.25 and figure 22-5).
the double white lines must be discontinued under 22.8 If high vehicles are guided to the middle of a
road on which a double white line system is in use, road on which a double white line system is in use,
22.8 If high vehicles are guided to the middle of a the double white lines must be discontinued under
22.25 and figure 22-5). the bridge and replaced by a warning line, so that
ambulance station (see paras 22.19 to should be used in place of diagram 1010. drivers of high vehicles do not commit an offence by
to a school, hospital or fire, police or path route, hatched markings to diagram 1040.4 crossing the marking to gain access to the highest
(iii) diagram 1027.1, to keep clear the access lines. If all vehicles are required to adopt the centre part of the bridge.
of carriageway must not be filled in with hatched
to 22.18 and figure 22-4), and 22.7 The area between the edge lines and the edge 22.9 A priority system using Give Way lines to
dropped kerbs clear (see paras 22.15 diagram 1003 or shuttle working signals may be
(ii) diagram 1026.1, to keep accesses and width the line should be discontinued. used, in which case the carriageway may be reduced
the bridge as a warning line; if there is insufficient to a single lane under the bridge. In addition to
figure 22-3), vehicles, the centre line should be continued through guiding high vehicles through the highest point of
access (see paras 22.12 to 22.14 and sufficiently wide to permit two-way flow of low the arch and thereby reducing the risk of bridge
of vehicles into or out of a side road or indicated in figure 22-2. Where the carriageway is strikes, this may also permit the provision of a new
diagram 1026, to allow the passage (i) aim to provide as nearly as possible the full length footway or the widening of an existing one under the
bridge.
1750 2800 6000 1 in 50 150 50 to 60

22.10 Details of the size and layout of the markings
1000 1600 4500 1 in 40 100 40 or less
are shown in table 22-1.
or legend /arrow marking (mm) marking marking
legend / legend HIGH VEHS of arrow diagram 1010 diagram 1010 (mph)
Gap between Size of Length Taper of Width of Speed limit KEEP CLEAR MARKINGS
Table 22-1 Details of HIGH VEHS marking 22.11 Keep clear markings to indicate areas of the
carriageway that should be kept clear of stationary
vehicles are prescribed in three forms:
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however be used as part of the marking. needed if double yellow lines were used). Yellow
stations, or outside hospitals; these words must not line were used instead (although signs would not be
22.12 The advisory marking to diagram 1026 (see when the marking is used at fire, police or ambulance upright signs needed at each gap if a single yellow
figure 22-3) is used mainly in urban areas where a varied to “CHILDREN”. “SCHOOL” must be omitted obstruction by non-residents, whilst avoiding the
queue of vehicles waiting at one junction blocks back church or village halls, the word “SCHOOL” may be (see para 20.29). This should reduce the risk of
across another, thereby obstructing the flow of cross these occupy buildings other than schools, e.g. parking places must be marked with a yellow line
traffic. It may also be used at a private entrance used This includes nurseries and playgroups, but where parking zones where every length of road outside the
by the general public, but only in places where it can (see figure 22-5) is prescribed for use outside schools. the ends of separate bays, except in controlled
genuinely be helpful in maintaining smooth traffic 22.19 The KEEP CLEAR marking to diagram 1027.1 be used to mark the gaps across driveways between
flow. It is not intended to keep areas of carriageway order could not be justified or easily enforced. It may
outside premises clear of parked vehicles. than 1 m either side of the dropped kerb. where a problem is isolated and a traffic regulation
effectiveness. The marking should not extend more discouraging inconsiderate parking, particularly
22.13 The marking is prescribed in two sizes, the bring them into disrepute and compromise their However, if used sparingly it may be helpful in
larger for use at particularly wide junctions or on long marking, or over-provision of markings will 22.17 The marking is not legally enforceable.
multi-lane approaches. It is always coloured white. accommodate at least one vehicle. An excessively
the distance between the markings to ensure it will environmentally sensitive areas.
22.14 The Regulations prescribe transverse lines to are to be protected, it will be necessary to consider limit is higher. The 50 mm size may be used in
indicate the extent of the area to be kept clear of 22.18 Where two or more closely spaced driveways speed limits up to 40 mph and 100 mm when the
queuing vehicles where this is not obvious. They may 22.16 It should normally be laid 75 mm wide for
be omitted if considered unnecessary, or if proximity the carriageway side of the yellow line.
to other markings or to traffic signals might cause the restrictions are not in force; it should be laid on place for pedestrians.
confusion. Lines longer than prescribed must not be yellow line, to keep the entrance clear at times when the kerb is dropped to provide a convenient crossing
used; this can give the impression to side road traffic used across a private entrance where there is a single outside an entrance to off-street premises, or where
that vehicles on the main road are required to stop. across their own driveways. The marking may also be which should be kept clear of parked vehicles either
lines would however prevent residents from parking figure 22-4) may be laid on part of the carriageway
22.15 The marking to diagram 1026.1 (see 22.15 The marking to diagram 1026.1 (see
figure 22-4) may be laid on part of the carriageway lines would however prevent residents from parking
which should be kept clear of parked vehicles either across their own driveways. The marking may also be that vehicles on the main road are required to stop.
outside an entrance to off-street premises, or where used across a private entrance where there is a single used; this can give the impression to side road traffic
the kerb is dropped to provide a convenient crossing yellow line, to keep the entrance clear at times when confusion. Lines longer than prescribed must not be
place for pedestrians. the restrictions are not in force; it should be laid on to other markings or to traffic signals might cause
the carriageway side of the yellow line. be omitted if considered unnecessary, or if proximity
22.16 It should normally be laid 75 mm wide for queuing vehicles where this is not obvious. They may
speed limits up to 40 mph and 100 mm when the 22.18 Where two or more closely spaced driveways indicate the extent of the area to be kept clear of
limit is higher. The 50 mm size may be used in are to be protected, it will be necessary to consider 22.14 The Regulations prescribe transverse lines to
environmentally sensitive areas. the distance between the markings to ensure it will
accommodate at least one vehicle. An excessively multi-lane approaches. It is always coloured white.
22.17 The marking is not legally enforceable. long marking, or over-provision of markings will larger for use at particularly wide junctions or on
However, if used sparingly it may be helpful in bring them into disrepute and compromise their 22.13 The marking is prescribed in two sizes, the
discouraging inconsiderate parking, particularly effectiveness. The marking should not extend more
where a problem is isolated and a traffic regulation than 1 m either side of the dropped kerb. outside premises clear of parked vehicles.
order could not be justified or easily enforced. It may flow. It is not intended to keep areas of carriageway
be used to mark the gaps across driveways between 22.19 The KEEP CLEAR marking to diagram 1027.1 genuinely be helpful in maintaining smooth traffic
the ends of separate bays, except in controlled (see figure 22-5) is prescribed for use outside schools. by the general public, but only in places where it can
parking zones where every length of road outside the This includes nurseries and playgroups, but where traffic. It may also be used at a private entrance used
parking places must be marked with a yellow line these occupy buildings other than schools, e.g. across another, thereby obstructing the flow of cross
(see para 20.29). This should reduce the risk of church or village halls, the word “SCHOOL” may be queue of vehicles waiting at one junction blocks back
obstruction by non-residents, whilst avoiding the varied to “CHILDREN”. “SCHOOL” must be omitted figure 22-3) is used mainly in urban areas where a
upright signs needed at each gap if a single yellow when the marking is used at fire, police or ambulance 22.12 The advisory marking to diagram 1026 (see
line were used instead (although signs would not be stations, or outside hospitals; these words must not
needed if double yellow lines were used). Yellow however be used as part of the marking. WORDED AND DIAGRAMMATIC MARKINGS
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restriction is in force. The lines will be positioned to be any better respected than the advisory marking.
yellow lines will always be needed if a waiting enforcement action, the mandatory version is unlikely
prohibition. If the KEEP CLEAR marking is advisory, traffic regulation order. However, without regular 22.20 The overall length of the marking (using the
at times other than those covered by the stopping upright sign to diagram 642.2A and backed by a word “SCHOOL”) must not be less than 25.56 m nor
if a restriction on the same length of road applies enforceable only when used in conjunction with an more than 43.56 m. When the word “SCHOOL” is
lines to diagram 1017 or 1018.1 are needed only 22.24 The KEEP CLEAR marking is legally replaced by “CHILDREN”, the maximum may be
road where waiting restrictions apply, the yellow increased to 44.545 m. When the word “SCHOOL”
22.25 When the mandatory marking is used on a hazardous, or a patrol operates at that point. and the short longitudinal line following it are
opposite side to the school entrance is considered omitted, two additional 3 m zig-zag modules are
road is so narrow that not to prevent parking on the used symmetrically to give a minimum length of
are school entrances on both sides of the road, or the marking of 25.25 m. The overall length may be
may sometimes require otherwise, e.g. where there increased in increments of 6 m by the addition of a
which the entrance is situated. However, conditions complete zig-zag module on each side up to the
on both sides of the road, but only on the side on appropriate maximum. Further details may be found
22.23 The markings should not normally be placed on the working drawing (see para 1.17).
compliance with the KEEP CLEAR marking. 22.21 The length of marking needs to be restricted
vehicles to stop behind the first, and undermine to one which drivers will respect. Where an authority
school. However, this might also encourage further needs to mark a length greater than the maximum
place for setting down children on their way to of 43.56 m, e.g. where the school is in a cul-de-sac or
least 7 m between the two markings would provide a the marking is to extend across two entrances which
22.22 Where a larger gap would be safe, allowing at are some distance apart, then two markings, varied in
length if necessary (see para 22.20), may be used;
needed with each separate marking. they should be separated by a nominal gap
mandatory (see para 22.24) upright signs will be of 100 mm. This will ensure that the legend is
repeated at adequate intervals. When the marking is repeated at adequate intervals. When the marking is
of 100 mm. This will ensure that the legend is mandatory (see para 22.24) upright signs will be
they should be separated by a nominal gap needed with each separate marking.
length if necessary (see para 22.20), may be used;
are some distance apart, then two markings, varied in 22.22 Where a larger gap would be safe, allowing at
the marking is to extend across two entrances which least 7 m between the two markings would provide a
of 43.56 m, e.g. where the school is in a cul-de-sac or place for setting down children on their way to
needs to mark a length greater than the maximum school. However, this might also encourage further
to one which drivers will respect. Where an authority vehicles to stop behind the first, and undermine
22.21 The length of marking needs to be restricted compliance with the KEEP CLEAR marking.
on the working drawing (see para 1.17). 22.23 The markings should not normally be placed
appropriate maximum. Further details may be found on both sides of the road, but only on the side on
complete zig-zag module on each side up to the which the entrance is situated. However, conditions
increased in increments of 6 m by the addition of a may sometimes require otherwise, e.g. where there
marking of 25.25 m. The overall length may be are school entrances on both sides of the road, or the
used symmetrically to give a minimum length of road is so narrow that not to prevent parking on the
omitted, two additional 3 m zig-zag modules are opposite side to the school entrance is considered
and the short longitudinal line following it are hazardous, or a patrol operates at that point. 22.25 When the mandatory marking is used on a
increased to 44.545 m. When the word “SCHOOL” road where waiting restrictions apply, the yellow
replaced by “CHILDREN”, the maximum may be 22.24 The KEEP CLEAR marking is legally lines to diagram 1017 or 1018.1 are needed only
more than 43.56 m. When the word “SCHOOL” is enforceable only when used in conjunction with an if a restriction on the same length of road applies
word “SCHOOL”) must not be less than 25.56 m nor upright sign to diagram 642.2A and backed by a at times other than those covered by the stopping
22.20 The overall length of the marking (using the traffic regulation order. However, without regular prohibition. If the KEEP CLEAR marking is advisory,
enforcement action, the mandatory version is unlikely yellow lines will always be needed if a waiting
to be any better respected than the advisory marking. restriction is in force. The lines will be positioned
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136
between the KEEP CLEAR marking and the kerb. 22.28 One size of marking is prescribed, being they become committed to the manoeuvre,
Similar rules apply to the use of “no loading” marks 280 mm in height using the non-elongated alphabet markings should help alert drivers before
on the kerbs. In a controlled parking zone, yellow in Schedule 13 Part VI to the Regulations. It should vehicles. The supplementary carriageway
lines will always be required whether or not the KEEP be laid at a minimum distance of 150 mm from the e.g. because of obscuration by stationary
CLEAR marking is mandatory. edge of the carriageway. It should not replace or be (ii) it may be difficult to see the upright signs,
superimposed upon a yellow line marking. The arrow
is an integral part of the marking and must not be line opposite,
LOOK LEFT / LOOK RIGHT omitted. carriageway side of the Give Way or Stop
marking should be placed on the main
22.26 These markings are prescribed in the ahead movement is prohibited. The (i)
diagram 1029 and illustrated in figure 22-6. They NO ENTRY AND PLAY STREET
may be used at any point where pedestrians cross junctions where:
traffic approaching from an unexpected direction. 22.29 The NO ENTRY marking to diagram 1046 which are supported by a traffic order include
This would include for example a pedestrian refuge is generally used to supplement upright signs to be helpful in supplementing upright No Entry signs
in a one-way street, a channelising island where diagram 616 (no entry for vehicular traffic). Except as 22.31 Circumstances in which the marking might
traffic in one direction passes on both sides, and specified in direction 7(3), these may be used only to
places where pedestrians cross a contra-flow bus indicate the effect of an Act, order, regulation, line or two, depending upon the space available.
lane. They may also be used at Zebra, Pelican, Puffin byelaw or notice. There are certain circumstances in use at wide junctions. The marking may occupy one
or Toucan crossings and anywhere else it is which the marking may be used without upright sizes (see figure 22-7). The larger size (2800 mm) is for
considered that pedestrians need to be reminded signs, or without an order, but only at a site which 22.30 Two patterns are prescribed in each of two
of the direction of traffic flow. has been approved in writing by the Secretary of
State. Such approval will be given only where it is can be found in para 22.32 and in Chapter 3. direction once half way across.
22.27 The marking must never be used in a two-way proposed to use the marking for safety reasons in otherwise permitted movement. Further guidance pedestrians will be misled into looking in the wrong
street unless there is a central pedestrian refuge, or circumstances where this would not prohibit an circumstances where this would not prohibit an street unless there is a central pedestrian refuge, or
pedestrians will be misled into looking in the wrong otherwise permitted movement. Further guidance proposed to use the marking for safety reasons in 22.27 The marking must never be used in a two-way
direction once half way across. can be found in para 22.32 and in Chapter 3. State. Such approval will be given only where it is
has been approved in writing by the Secretary of of the direction of traffic flow.
22.30 Two patterns are prescribed in each of two signs, or without an order, but only at a site which considered that pedestrians need to be reminded
sizes (see figure 22-7). The larger size (2800 mm) is for which the marking may be used without upright or Toucan crossings and anywhere else it is
use at wide junctions. The marking may occupy one byelaw or notice. There are certain circumstances in lane. They may also be used at Zebra, Pelican, Puffin
line or two, depending upon the space available. indicate the effect of an Act, order, regulation, places where pedestrians cross a contra-flow bus
specified in direction 7(3), these may be used only to traffic in one direction passes on both sides, and
22.31 Circumstances in which the marking might diagram 616 (no entry for vehicular traffic). Except as in a one-way street, a channelising island where
be helpful in supplementing upright No Entry signs is generally used to supplement upright signs to This would include for example a pedestrian refuge
which are supported by a traffic order include 22.29 The NO ENTRY marking to diagram 1046 traffic approaching from an unexpected direction.
junctions where: may be used at any point where pedestrians cross
NO ENTRY AND PLAY STREET diagram 1029 and illustrated in figure 22-6. They
(i) the ahead movement is prohibited. The 22.26 These markings are prescribed in
marking should be placed on the main
carriageway side of the Give Way or Stop omitted. LOOK LEFT / LOOK RIGHT
line opposite, is an integral part of the marking and must not be
superimposed upon a yellow line marking. The arrow
(ii) it may be difficult to see the upright signs, edge of the carriageway. It should not replace or be CLEAR marking is mandatory.
e.g. because of obscuration by stationary be laid at a minimum distance of 150 mm from the lines will always be required whether or not the KEEP
vehicles. The supplementary carriageway in Schedule 13 Part VI to the Regulations. It should on the kerbs. In a controlled parking zone, yellow
markings should help alert drivers before 280 mm in height using the non-elongated alphabet Similar rules apply to the use of “no loading” marks
they become committed to the manoeuvre, 22.28 One size of marking is prescribed, being between the KEEP CLEAR marking and the kerb.
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137
(iii) a single upright No Entry sign has been (ii) to reduce the risk of traffic going the
used, in accordance with direction 8, wrong way along a dual carriageway road
because the road is less than 5 m wide. or a slip road.
Marking NO ENTRY on the carriageway should help 22.33 The marking may be varied to PLAY STREET
to reduce the risk of inadvertent non-compliance. and used with the upright signs to diagrams 617
and 618 at the start of a street where an appropriate
22.32 Purposes for which the marking might be traffic regulation order has been made.
used, either alone or to supplement No Entry signs,
provided that the Secretary of State has given written
approval to use the signs or markings in the absence POLICE SPEED CHECK MARKINGS
of any statutory provision include:
22.34 A standardised form of marking is prescribed
(i) to prevent drivers taking the incorrect route as diagram 1063, in the shape of a square or circle
past channelising traffic islands, e.g. (see figure 22-8). The square is preferred to the circle
when turning right at a side road junction. as it is less likely to be mistaken for a discarded hub
This procedure must not be used to cap etc. The maximum side length or diameter is
prohibit completely the right turn at the prescribed as 600 mm.
junction. If this is necessary, a traffic
regulation order must be made, and 22.35 The markings indicate the beginning and end
of a measured distance over which the police can
particularly from raised vantage points. check vehicle speeds. The use of roadside features
carriageway can allow more accurate measurement, such as hazard markers or marks on safety barriers
can lead to parallax problems. Markings on the can lead to parallax problems. Markings on the
such as hazard markers or marks on safety barriers carriageway can allow more accurate measurement,
check vehicle speeds. The use of roadside features particularly from raised vantage points.
of a measured distance over which the police can
22.35 The markings indicate the beginning and end regulation order must be made, and
junction. If this is necessary, a traffic
prescribed as 600 mm. prohibit completely the right turn at the
cap etc. The maximum side length or diameter is This procedure must not be used to
as it is less likely to be mistaken for a discarded hub when turning right at a side road junction.
(see figure 22-8). The square is preferred to the circle past channelising traffic islands, e.g.
as diagram 1063, in the shape of a square or circle to prevent drivers taking the incorrect route (i)
22.34 A standardised form of marking is prescribed
of any statutory provision include:
POLICE SPEED CHECK MARKINGS approval to use the signs or markings in the absence
provided that the Secretary of State has given written
used, either alone or to supplement No Entry signs,
traffic regulation order has been made. 22.32 Purposes for which the marking might be
and 618 at the start of a street where an appropriate
and used with the upright signs to diagrams 617 to reduce the risk of inadvertent non-compliance.
22.33 The marking may be varied to PLAY STREET Marking NO ENTRY on the carriageway should help
or a slip road. because the road is less than 5 m wide.

wrong way along a dual carriageway road used, in accordance with direction 8,
(ii) to reduce the risk of traffic going the (iii) a single upright No Entry sign has been
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138
22.36 The marking may be placed on the hour flow encountered during trials was 4000
carriageway only at the request of the police and may vehicles per hour. Caution should therefore be
be used in as many lanes as required. In order to exercised when considering the use of chevrons at
reduce maintenance costs it should be sited in the sites with higher flow levels.
middle of the lane.
22.42 The marking consists of a series of chevrons,
22.37 Other markings may be used in association marked in all lanes at the same 40 metre spacing, as
with speed cameras, at the highway authority's indicated in figure 22-9. They should be laid over a
discretion. They enable the distance a vehicle has distance of about 4 km, although this may be varied
moved in the time interval between two photographs to between 3 km and 6 km. chevrons) as flow levels increase. The average peak
to be measured and hence the speed calculated. drivers will reduce their spacing (and ignore the
Such markings are not considered to be traffic signs 22.43 The distance between successive series of levels of traffic flow is not known. It is likely that most
and are not prescribed in the Regulations. chevrons should generally be between 40 km and 22.41 The performance of chevrons at very high
55 km. This need not be complied with rigidly, as
22.38 The markings must not be laid in the specific site criteria are of greater importance. The minimum of two chevrons apart.
controlled area of pedestrian crossings, or in start of a series of markings should be at least 1.6 km travelling at 70 mph as long as drivers keep a
positions that will interfere with other prescribed from the end of a previous entry slip road and should ensuring that a safe distance is kept between vehicles
markings and cause possible confusion. terminate at least 3.2 km before the next slip road. Chevrons are placed at intervals of 40 metres,
Significant gradients should be avoided. The been shown to be beneficial in reducing accidents.
Overseeing Department should be consulted if it is keep a safe distance from the vehicle in front and has
VEHICLE SEPARATION MARKINGS planned to use them on gradients steeper than 3%. 22.40 The marking is intended to remind drivers to
signs should normally be used, spaced at about
22.39 The chevron markings to diagram 1064 (see 22.44 The Regulations require at least one sign to with the marking. However, a minimum of three such only.
figure 22-9) are prescribed for use on motorways diagram 2933 “Keep apart 2 chevrons” to be used diagram 2933 “Keep apart 2 chevrons” to be used figure 22-9) are prescribed for use on motorways
only. with the marking. However, a minimum of three such 22.44 The Regulations require at least one sign to 22.39 The chevron markings to diagram 1064 (see
signs should normally be used, spaced at about
22.40 The marking is intended to remind drivers to planned to use them on gradients steeper than 3%. VEHICLE SEPARATION MARKINGS
keep a safe distance from the vehicle in front and has Overseeing Department should be consulted if it is
been shown to be beneficial in reducing accidents. Significant gradients should be avoided. The
Chevrons are placed at intervals of 40 metres, terminate at least 3.2 km before the next slip road. markings and cause possible confusion.
ensuring that a safe distance is kept between vehicles from the end of a previous entry slip road and should positions that will interfere with other prescribed
travelling at 70 mph as long as drivers keep a start of a series of markings should be at least 1.6 km controlled area of pedestrian crossings, or in
minimum of two chevrons apart. specific site criteria are of greater importance. The 22.38 The markings must not be laid in the
55 km. This need not be complied with rigidly, as
22.41 The performance of chevrons at very high chevrons should generally be between 40 km and and are not prescribed in the Regulations.
levels of traffic flow is not known. It is likely that most 22.43 The distance between successive series of Such markings are not considered to be traffic signs
drivers will reduce their spacing (and ignore the to be measured and hence the speed calculated.
chevrons) as flow levels increase. The average peak to between 3 km and 6 km. moved in the time interval between two photographs
distance of about 4 km, although this may be varied discretion. They enable the distance a vehicle has
indicated in figure 22-9. They should be laid over a with speed cameras, at the highway authority's
marked in all lanes at the same 40 metre spacing, as 22.37 Other markings may be used in association
22.42 The marking consists of a series of chevrons,
middle of the lane.
sites with higher flow levels. reduce maintenance costs it should be sited in the
exercised when considering the use of chevrons at be used in as many lanes as required. In order to
vehicles per hour. Caution should therefore be carriageway only at the request of the police and may
hour flow encountered during trials was 4000 22.36 The marking may be placed on the
138

139

DISABLED 1033 312 / 476 Z 736 M
LOOK LEFT, LOOK RIGHT 1029 504 & 492 Y 428 L
100 m, 1 km and 2 km after the start of the pattern. Table 22-3 Elongated legends
PERMIT HOLDERS ONLY 156 ' 512 X 552 K
These distances may be regarded as approximate so
SOLO M / CS ONLY 532 0 732 W 372 J
that advantage may be taken of any existing safety Diagram Legend
SOLO M / CYCLES ONLY 512 9 520 V 292 I
fences. A sign to diagram 2934 “Check your Number
SOLO MOTORCYCLES ONLY 520 8 616 U 640 H
distance” must be provided, and placed about 300 m
DOCTOR 1028.4 416 7 436 T 620 G 1022 STOP
before the commencement of the markings, with the
LOADING ONLY 504 6 548 S 476 F 1024 SLOW
variant “Keep your distance” about 300 m after they
LARGE OR SLOW VEHICLES ONLY 488 5 564 R 528 E 1024.1 HIGH VEHS
terminate. These should normally have an x-height of
BUSES, DISABLED 1028.3 528 4 632 Q 616 D 1025.1 BUS STOP, BUS STAND
250 mm on dual two-lane motorways and 300 mm
TAXIS, POLICE, AMBULANCES 1028.2 508 3 520 P 592 C 1025.3 BUS STOP, BUS STAND
on dual three or four-lane motorways.
KEEP CLEAR 480 2 624 O 588 B 1025.4 BUS STOP, BUS STAND
SCHOOL / CHILDREN KEEP CLEAR 1027.1 316 1 672 N 544 A 1026 KEEP CLEAR
1035 Lane destinations
Number (mm) (mm) (mm) FORMATION OF WORDS
1036.1 TURN LEFT
Legend Diagram Width Letter Width Letter Letter Width
1036.2 AHEAD ONLY
22.45 The basic characters for worded road markings
1037.1 TURN RIGHT
Table 22-4 Non-elongated legends Table 22-2 Tile widths are the capital letters, numerals, apostrophe and the
1046 NO ENTRY
ampersand from the Transport Medium alphabet,
1048 BUS LANE
tiles and not to the actual characters. enlarged and where appropriate elongated to two
1048.1 BUS AND (cycle symbol) LANE
single line) is 400 mm, measured to the edge of the standard sizes. The alphabets are shown in Part VI of
1048.2 TRAM & BUS ONLY
special sizes and may be used only for cycle facilities. of separate words (e.g. NO ENTRY when marked on a Schedule 13 to the Regulations.
1048.3 BUS ONLY
NOTE: Diagrams 1058 and 1058.1 are prescribed in shown in table 22-2. The distance between the tiles
1048.4 BUS AND (cycle symbol) ONLY
make the legend. The tile width for each letter is 22.46 To ensure correct letter spacing when forming
1058 END
character and the tiles butted up to each other to a word, the characters are placed on imaginary tiles
Speed limit 1065 1058.1 SLOW
which vary in width according to the size of the which vary in width according to the size of the
SLOW 1058.1 1065 Speed limit
a word, the characters are placed on imaginary tiles character and the tiles butted up to each other to
END 1058
22.46 To ensure correct letter spacing when forming make the legend. The tile width for each letter is
BUS AND (cycle symbol) ONLY 1048.4
shown in table 22-2. The distance between the tiles NOTE: Diagrams 1058 and 1058.1 are prescribed in
BUS ONLY 1048.3
Schedule 13 to the Regulations. of separate words (e.g. NO ENTRY when marked on a special sizes and may be used only for cycle facilities.
TRAM & BUS ONLY 1048.2
standard sizes. The alphabets are shown in Part VI of single line) is 400 mm, measured to the edge of the
BUS AND (cycle symbol) LANE 1048.1
enlarged and where appropriate elongated to two tiles and not to the actual characters.
BUS LANE 1048
ampersand from the Transport Medium alphabet,
NO ENTRY 1046
are the capital letters, numerals, apostrophe and the Table 22-2 Tile widths Table 22-4 Non-elongated legends
TURN RIGHT 1037.1
22.45 The basic characters for worded road markings
AHEAD ONLY 1036.2
Letter Width Letter Width Letter Width Diagram Legend
TURN LEFT 1036.1
FORMATION OF WORDS (mm) (mm) (mm) Number
Lane destinations 1035
KEEP CLEAR 1026 A 544 N 672 1 316 1027.1 SCHOOL / CHILDREN KEEP CLEAR
BUS STOP, BUS STAND 1025.4 B 588 O 624 2 480 KEEP CLEAR
on dual three or four-lane motorways.
BUS STOP, BUS STAND 1025.3 C 592 P 520 3 508 1028.2 TAXIS, POLICE, AMBULANCES
250 mm on dual two-lane motorways and 300 mm
BUS STOP, BUS STAND 1025.1 D 616 Q 632 4 528 1028.3 BUSES, DISABLED
terminate. These should normally have an x-height of
HIGH VEHS 1024.1 E 528 R 564 5 488 LARGE OR SLOW VEHICLES ONLY
variant “Keep your distance” about 300 m after they
SLOW 1024 F 476 S 548 6 504 LOADING ONLY
before the commencement of the markings, with the
STOP 1022 G 620 T 436 7 416 1028.4 DOCTOR
distance” must be provided, and placed about 300 m
H 640 U 616 8 520 SOLO MOTORCYCLES ONLY
Number fences. A sign to diagram 2934 “Check your
I 292 V 520 9 512 SOLO M / CYCLES ONLY
Legend Diagram that advantage may be taken of any existing safety
J 372 W 732 0 532 SOLO M / CS ONLY
These distances may be regarded as approximate so
K 552 X 512 ' 156 PERMIT HOLDERS ONLY
Table 22-3 Elongated legends 100 m, 1 km and 2 km after the start of the pattern.
L 428 Y 492 & 504 1029 LOOK LEFT, LOOK RIGHT
M 736 Z 476 / 312 1033 DISABLED
139

140
140

141

standard rules for elongation outlined above.
Regulations. These markings do not follow the
edge of the first and last tiles) is prescribed in the 22.47 Worded road markings placed transversely
size. The width of the marking (excluding the outside across the carriageway (see table 22-3) are elongated
for use on cycle facilities and are therefore reduced in in the longitudinal direction, keeping the transverse
22.50 Diagrams 1058 (END) and 1058.1 (SLOW) are dimension unchanged. This makes it easier for a
driver to read the legend. Those not so placed are
not be abbreviated. listed in table 22-4; these are not elongated.
Prescribed markings such as SLOW must
permitted, e.g. for lane destinations. 22.48 Figure 22-10 shows how elongation is
will need to be considered where achieved, using the letter “A” as an example. The
at (i) above, then a suitable abbreviation base character is taken from the Transport Medium
(v) if the width is more than that calculated alphabet at an x-height of 400 mm and therefore a
capital letter height of 560 mm (see Chapter 7,
centrally within the width available, para 2.8). The letter is drawn on a grid measuring
(i) above, then the word may be positioned 70 x 70 mm (i.e. 560 / 8). The 1600 mm size character
(iv) if this width is less than that calculated at is elongated in the ratio of 200 / 70 and the 2800 mm
size in the ratio of 350 / 70.
marking,
determine the overall width of the 22.49 To set out an elongated worded marking on
(iii) add up the tile widths from table 22-2 to the carriageway, the following method is suggested:
chapter, (i) determine how much of the carriageway

from the appropriate section of this width is available for the word, allowing a
(ii) decide on the size of the alphabet required minimum of 300 mm clear at either side,
minimum of 300 mm clear at either side, (ii) decide on the size of the alphabet required
width is available for the word, allowing a from the appropriate section of this
determine how much of the carriageway (i) chapter,
the carriageway, the following method is suggested: (iii) add up the tile widths from table 22-2 to
22.49 To set out an elongated worded marking on determine the overall width of the
marking,
size in the ratio of 350 / 70.
is elongated in the ratio of 200 / 70 and the 2800 mm (iv) if this width is less than that calculated at
70 x 70 mm (i.e. 560 / 8). The 1600 mm size character (i) above, then the word may be positioned
para 2.8). The letter is drawn on a grid measuring centrally within the width available,
capital letter height of 560 mm (see Chapter 7,
alphabet at an x-height of 400 mm and therefore a (v) if the width is more than that calculated
base character is taken from the Transport Medium at (i) above, then a suitable abbreviation
achieved, using the letter “A” as an example. The will need to be considered where
22.48 Figure 22-10 shows how elongation is permitted, e.g. for lane destinations.
Prescribed markings such as SLOW must
listed in table 22-4; these are not elongated. not be abbreviated.
driver to read the legend. Those not so placed are
dimension unchanged. This makes it easier for a 22.50 Diagrams 1058 (END) and 1058.1 (SLOW) are
in the longitudinal direction, keeping the transverse for use on cycle facilities and are therefore reduced in
across the carriageway (see table 22-3) are elongated size. The width of the marking (excluding the outside
22.47 Worded road markings placed transversely edge of the first and last tiles) is prescribed in the
Regulations. These markings do not follow the
standard rules for elongation outlined above.
141

142
23 MATERIALS AND MAINTENANCE road studs will be found in section 6. form for use at road works.
2002 (direction 57). Guidance on the correct use of They are also manufactured in an easily removable
GENERAL 23.8 Paint is best restricted to roads where the Traffic Signs Regulations and General Directions apply to some surface dressings and block paviors.
markings are not subject to heavy traffic wear. It is achieved for use on UK roads are prescribed in the the weight of heavy traffic. They can be difficult to
23.1 Road marking materials and road studs are particularly suitable for edge lining, for yellow BS EN 1463-1. Minimum performance levels to be thickness and do not spread in hot weather or under
specified in the appropriate British Standards. These waiting restriction lines and for parking bays as, The performance levels and classes are listed in markings have good durability, are of uniform
are generally the English language versions of being thinner than thermoplastic material, it will not specification for road trials in BS EN 1463-2. inlaid. Pressure is applied, but not heat. Preformed
standards published by the European Committee for interfere with drainage. The ease and safety in studs are described in BS EN 1463-1 and the form and is either bonded to the road surface or
Standardisation (CEN). handling paint compared to thermoplastic material, 23.11 Initial performance requirements for road 23.7 Preformed tape is produced in sheet or roll
its suitability for laying with motorised equipment
and the material's low initial cost, makes paint an location. road surface using an adhesive.
ROAD MARKING MATERIALS attractive economic proposition for such applications. which property is more important at any particular 23.6 Preformed cold plastic material is applied to the
for both. A judgement will need to be made as to
23.2 Road markings are applied using thermoplastic, practicable to specify the highest performance class substantial application and support equipment.
cold plastic, preformed material or paint. They may EUROPEAN AND BRITISH STANDARDS beads, which will reduce the skid resistance, it is not reinstate short lengths of line without the need for
be laid as permanent markings or as temporary retroreflective performance requires additional glass simple way to apply arrows, lettering etc. and to
markings at road works. 23.9 Initial laboratory requirements for materials are used on trunk roads and motorways. As higher road surface by melting or fusion. They provide a
described in BS EN 1790 for preformed markings and factor, skid resistance and retroreflectivity are to be applied by heating the material until it bonds to the
23.3 Thermoplastic material is applied hot and sets BS EN 1871 for directly laid materials. Requirements performance classes in BS EN 1436 for luminance 23.5 Preformed thermoplastic road markings are
on laying. It may be applied by a hand or mechanical for drop-on materials (glass beads and anti-skid published by the Stationery Office specifies which
applicator. It has good durability and is suitable for aggregates) and premix glass beads are dealt with in 23.10 The Specification for Highway Works chemical action.
use on all roads. Mechanical application is most BS EN 1423 and 1424 respectively. BS EN 1436 carriageway and a cohesive film is formed by
suitable for use on motorways and other high specifies several performance levels for properties appropriate, and road trials to BS EN 1824. component forms. The product is laid on the
standard roads where it can be laid in long runs using such as retroreflectivity, skid resistance and durability. laboratory tests to BS EN 1790 or BS EN 1871 as 23.4 Cold plastics are supplied in single or multi-
motorised equipment with minimum disruption to Materials will be classified in accordance with the the UK, this will normally be on the basis of
traffic. relevant standard following performance testing. In relevant standard following performance testing. In traffic.
the UK, this will normally be on the basis of Materials will be classified in accordance with the motorised equipment with minimum disruption to
23.4 Cold plastics are supplied in single or multi- laboratory tests to BS EN 1790 or BS EN 1871 as such as retroreflectivity, skid resistance and durability. standard roads where it can be laid in long runs using
component forms. The product is laid on the appropriate, and road trials to BS EN 1824. specifies several performance levels for properties suitable for use on motorways and other high
carriageway and a cohesive film is formed by BS EN 1423 and 1424 respectively. BS EN 1436 use on all roads. Mechanical application is most
chemical action. 23.10 The Specification for Highway Works aggregates) and premix glass beads are dealt with in applicator. It has good durability and is suitable for
published by the Stationery Office specifies which for drop-on materials (glass beads and anti-skid on laying. It may be applied by a hand or mechanical
23.5 Preformed thermoplastic road markings are performance classes in BS EN 1436 for luminance BS EN 1871 for directly laid materials. Requirements 23.3 Thermoplastic material is applied hot and sets
applied by heating the material until it bonds to the factor, skid resistance and retroreflectivity are to be described in BS EN 1790 for preformed markings and
road surface by melting or fusion. They provide a used on trunk roads and motorways. As higher 23.9 Initial laboratory requirements for materials are markings at road works.
simple way to apply arrows, lettering etc. and to retroreflective performance requires additional glass be laid as permanent markings or as temporary
reinstate short lengths of line without the need for beads, which will reduce the skid resistance, it is not EUROPEAN AND BRITISH STANDARDS cold plastic, preformed material or paint. They may
substantial application and support equipment. practicable to specify the highest performance class 23.2 Road markings are applied using thermoplastic,
for both. A judgement will need to be made as to
23.6 Preformed cold plastic material is applied to the which property is more important at any particular attractive economic proposition for such applications. ROAD MARKING MATERIALS
road surface using an adhesive. location. and the material's low initial cost, makes paint an
its suitability for laying with motorised equipment
23.7 Preformed tape is produced in sheet or roll 23.11 Initial performance requirements for road handling paint compared to thermoplastic material, Standardisation (CEN).
form and is either bonded to the road surface or studs are described in BS EN 1463-1 and the interfere with drainage. The ease and safety in standards published by the European Committee for
inlaid. Pressure is applied, but not heat. Preformed specification for road trials in BS EN 1463-2. being thinner than thermoplastic material, it will not are generally the English language versions of
markings have good durability, are of uniform The performance levels and classes are listed in waiting restriction lines and for parking bays as, specified in the appropriate British Standards. These
thickness and do not spread in hot weather or under BS EN 1463-1. Minimum performance levels to be particularly suitable for edge lining, for yellow 23.1 Road marking materials and road studs are
the weight of heavy traffic. They can be difficult to achieved for use on UK roads are prescribed in the markings are not subject to heavy traffic wear. It is
apply to some surface dressings and block paviors. Traffic Signs Regulations and General Directions 23.8 Paint is best restricted to roads where the GENERAL
They are also manufactured in an easily removable 2002 (direction 57). Guidance on the correct use of
form for use at road works. road studs will be found in section 6.
23 MATERIALS AND MAINTENANCE
142
143
MATERIALS AND MAINTENANCE
23.12 The following British Standards have been the markings much brighter than they would
cycle track. vehicle headlamps back towards the driver, making withdrawn as a result of the introduction of otherwise be. Beads are normally premixed into the
2. Except when varied to smallest size for use on a beads to the markings. These reflect light from European standards: material. It is only when some of the material has
1001.3. 23.16 Reflectorisation is achieved by adding glass worn away to expose the beads that they become
1. Except when used in conjunction with diagram BS 3262: Parts 1, 2 and 3: 1989 Hot applied fully effective; to overcome this, glass beads are also
NOTES associated parking bays should be also. thermoplastic road marking materials, applied to the surface as “drop-on material” as the
markings. If the yellow lines are reflectorised, any marking is laid. The retroreflection of a marking in
1040.5 1022 1005.1 carriageway marking immediately precedes such BS 6044: 1987 Pavement marking paints, wet conditions can be enhanced by providing a
1040.4 1014 1005 unkerbed, or where a reflectorised edge of prominent surface texture. These profiled markings
1040.3 1013.4 1004.1 rural outskirts of a town and the road edge is BS 6088: 1981 Solid glass beads for use with road incorporate a series of near-vertical edges which keep
1065 1040.2 1013.3 1004 be advantageous where such lines are used on the marking compounds and for other industrial uses the glass beads clear of the water film which would
1064 1040 1013.1 1003.4 a guidance function. However, reflectorisation may (those sections relating to glass beads for road otherwise largely negate the retroreflective property.
1062 1039 1012.3 1003.3 waiting restriction lines as they do not normally have marking materials), BS EN 1436 provides specifiers with several classes of
1049 2 1037.1 1012.2 1003.1 23.15 It is not usually necessary to reflectorise wet performance. Profiled markings may be either of
1046 1036.2 1012.1 1003 2 PD 6518: 1987 Prefabricated temporary road marking the raised rib type prescribed as diagrams 1012.2 and
1042.1 1036.1 1010 1002.1 of markings which must be reflectorised. materials for use at road works, 1012.3, or may consist of an embossed pattern in the
1042 1024.1 1009 1001.2 (regulation 31). Table 23-1 lists the diagram numbers material. Provided this latter type is no thicker than
1041.1 1024 1008.1 1001.1 material, and those which may be so illuminated BS 7396: 1991 Permanent preformed road markings. 6 mm overall, it may be applied to any marking. In
1041 1023 2 1008 10011 which must be illuminated with retroreflecting the case of raised rib markings, the passage of
23.14 Road markings fall into two categories, those 23.13 British Standard BS 7962: 2000 sets out wheels also generally produces an acoustic or
Table 23-1 Markings required to be reflectorised performance requirements for black masking vibratory effect (see paras 4.39 to 4.48). Improved
REFLECTORISATION materials. It is not planned to replace this with a visibility in all weather conditions may also be
European standard. achieved by using a wider line where alternatives
are prescribed (see paras 1.13 and 1.14). are prescribed (see paras 1.13 and 1.14).
achieved by using a wider line where alternatives European standard.
visibility in all weather conditions may also be materials. It is not planned to replace this with a REFLECTORISATION
vibratory effect (see paras 4.39 to 4.48). Improved performance requirements for black masking Table 23-1 Markings required to be reflectorised
wheels also generally produces an acoustic or 23.13 British Standard BS 7962: 2000 sets out 23.14 Road markings fall into two categories, those
the case of raised rib markings, the passage of which must be illuminated with retroreflecting 10011 1008 1023 2 1041
6 mm overall, it may be applied to any marking. In BS 7396: 1991 Permanent preformed road markings. material, and those which may be so illuminated 1001.1 1008.1 1024 1041.1
material. Provided this latter type is no thicker than (regulation 31). Table 23-1 lists the diagram numbers 1001.2 1009 1024.1 1042
1012.3, or may consist of an embossed pattern in the materials for use at road works, of markings which must be reflectorised. 1002.1 1010 1036.1 1042.1
the raised rib type prescribed as diagrams 1012.2 and PD 6518: 1987 Prefabricated temporary road marking 1003 2 1012.1 1036.2 1046
wet performance. Profiled markings may be either of 23.15 It is not usually necessary to reflectorise 1003.1 1012.2 1037.1 1049 2
BS EN 1436 provides specifiers with several classes of marking materials), waiting restriction lines as they do not normally have 1003.3 1012.3 1039 1062
otherwise largely negate the retroreflective property. (those sections relating to glass beads for road a guidance function. However, reflectorisation may 1003.4 1013.1 1040 1064
the glass beads clear of the water film which would marking compounds and for other industrial uses be advantageous where such lines are used on the 1004 1013.3 1040.2 1065
incorporate a series of near-vertical edges which keep BS 6088: 1981 Solid glass beads for use with road rural outskirts of a town and the road edge is 1004.1 1013.4 1040.3
prominent surface texture. These profiled markings unkerbed, or where a reflectorised edge of 1005 1014 1040.4
wet conditions can be enhanced by providing a BS 6044: 1987 Pavement marking paints, carriageway marking immediately precedes such 1005.1 1022 1040.5
marking is laid. The retroreflection of a marking in markings. If the yellow lines are reflectorised, any
applied to the surface as “drop-on material” as the thermoplastic road marking materials, associated parking bays should be also. NOTES
fully effective; to overcome this, glass beads are also BS 3262: Parts 1, 2 and 3: 1989 Hot applied 1. Except when used in conjunction with diagram
worn away to expose the beads that they become 23.16 Reflectorisation is achieved by adding glass 1001.3.
material. It is only when some of the material has European standards: beads to the markings. These reflect light from 2. Except when varied to smallest size for use on a
otherwise be. Beads are normally premixed into the withdrawn as a result of the introduction of vehicle headlamps back towards the driver, making cycle track.
the markings much brighter than they would 23.12 The following British Standards have been
143
144

Up to 30% greater than or 10% less than the specified dimension 50 mm or more, but less than 300 mm
STATUTORY COLOURS (sub-clause 1212.6). This higher value should be used Up to 20% greater than or 10% less than the specified dimension 300 mm or more, but less than 3 m
for yellow bar markings (see para 11.7) and it would
Up to 15% greater than or 10% less than the specified dimension 3 m or more
23.17 The colours white and yellow are prescribed also be appropriate to use it for other markings which
for road marking materials. Black material may also might pose a hazard to a braking vehicle. Allowable tolerance Dimension shown in the diagrams
be used to mask existing markings, where these need
to be temporarily obscured during road works (see Table 23-2 Road marking tolerances
para 23.13). MAINTENANCE
road studs during surface dressing operations. the designer may select a value of not less than 55
23.18 The standard colour for yellow markings is 23.21 Road markings, including reflecting road conditions. Arrangements should be made to protect (sub-clause 1212.3), except in certain locations where
BS 381C No.355 (lemon); No.309 (canary) is also studs, must be well maintained if they are to fulfil absence of a marking might give rise to dangerous requires a skid resistance value of not less than 45
acceptable. In environmentally sensitive areas, yellow their purpose. Regulatory markings must be used, particularly at sites such as road junctions, if the at junctions. The Specification for Highway Works
markings to No.310 (primrose) or No.353 (deep maintained properly if they are to be enforced permanent materials, a temporary marking should be important where the camber or cross fall is steep, and
cream) may be preferred. Special authorisation is not effectively. Guidance can be found in TD 26 in is not practicable to restore them immediately using be skid resistant in wet conditions. This is particularly
necessary for any of these shades. Different shades Volume 8 of the Design Manual for Roads and road works which may have damaged them. Where it 23.20 It is essential that all types of marking should
should not be used on adjacent lines, as in certain Bridges (see para 1.4). possible after resurfacing or on the completion of
conditions the lighter colour may appear white when 23.24 Markings should be renewed as soon as allowed in the lateral positioning of lane lines.
seen in direct comparison with the standard yellow. 23.22 All markings, including reflecting road studs, value. A tolerance of plus or minus 25 mm is normally
should be inspected at regular intervals both by day that their effectiveness is maintained at all times. which are expressed as a maximum or minimum
and, where appropriate, for reflectance by night. (particularly on heavily-trafficked roads) to ensure permitted for those angular or linear dimensions
APPLICATION OF MARKINGS Retroreflectivity of road markings can be measured by keep their carriageway markings under review table 23-2 for linear dimensions. No tolerance is
static equipment or by dynamic equipment mounted marking and traffic flow. Traffic authorities should measurements and by the tolerances quoted in
23.19 As it is not possible to lay road markings to on a vehicle travelling at normal traffic speeds. upon the type of line, the material comprising the Specified values may vary by up to 5º for angular
precise dimensions, and to allow for markings renewal intervals for markings as these will depend prescribed dimensions is permitted by regulation 12.
“spreading” in service, some tolerance in the 23.23 It is not possible to recommend specific 23.23 It is not possible to recommend specific “spreading” in service, some tolerance in the
prescribed dimensions is permitted by regulation 12. renewal intervals for markings as these will depend precise dimensions, and to allow for markings
Specified values may vary by up to 5º for angular upon the type of line, the material comprising the on a vehicle travelling at normal traffic speeds. 23.19 As it is not possible to lay road markings to
measurements and by the tolerances quoted in marking and traffic flow. Traffic authorities should static equipment or by dynamic equipment mounted
table 23-2 for linear dimensions. No tolerance is keep their carriageway markings under review Retroreflectivity of road markings can be measured by APPLICATION OF MARKINGS
permitted for those angular or linear dimensions (particularly on heavily-trafficked roads) to ensure and, where appropriate, for reflectance by night.
which are expressed as a maximum or minimum that their effectiveness is maintained at all times. should be inspected at regular intervals both by day
value. A tolerance of plus or minus 25 mm is normally 23.22 All markings, including reflecting road studs, seen in direct comparison with the standard yellow.
allowed in the lateral positioning of lane lines. 23.24 Markings should be renewed as soon as conditions the lighter colour may appear white when
possible after resurfacing or on the completion of Bridges (see para 1.4). should not be used on adjacent lines, as in certain
23.20 It is essential that all types of marking should road works which may have damaged them. Where it Volume 8 of the Design Manual for Roads and necessary for any of these shades. Different shades
be skid resistant in wet conditions. This is particularly is not practicable to restore them immediately using effectively. Guidance can be found in TD 26 in cream) may be preferred. Special authorisation is not
important where the camber or cross fall is steep, and permanent materials, a temporary marking should be maintained properly if they are to be enforced markings to No.310 (primrose) or No.353 (deep
at junctions. The Specification for Highway Works used, particularly at sites such as road junctions, if the their purpose. Regulatory markings must be acceptable. In environmentally sensitive areas, yellow
requires a skid resistance value of not less than 45 absence of a marking might give rise to dangerous studs, must be well maintained if they are to fulfil BS 381C No.355 (lemon); No.309 (canary) is also
(sub-clause 1212.3), except in certain locations where conditions. Arrangements should be made to protect 23.21 Road markings, including reflecting road 23.18 The standard colour for yellow markings is
the designer may select a value of not less than 55 road studs during surface dressing operations.
MAINTENANCE para 23.13).
Table 23-2 Road marking tolerances to be temporarily obscured during road works (see
be used to mask existing markings, where these need
Dimension shown in the diagrams Allowable tolerance might pose a hazard to a braking vehicle. for road marking materials. Black material may also
also be appropriate to use it for other markings which 23.17 The colours white and yellow are prescribed
3 m or more Up to 15% greater than or 10% less than the specified dimension
for yellow bar markings (see para 11.7) and it would
300 mm or more, but less than 3 m Up to 20% greater than or 10% less than the specified dimension (sub-clause 1212.6). This higher value should be used STATUTORY COLOURS
50 mm or more, but less than 300 mm Up to 30% greater than or 10% less than the specified dimension
144
145
continuous edge lines, as its negligible thickness will

preferable to use paint in place of thermoplastic for 23.25 Where it is not possible to provide temporary not obstruct the flow of surface water. However, this
at the lowest point of a sag curve, it may be road markings, drivers should be warned of their may not be practicable if the markings will be heavily
for instance the cross fall is nearly level, or the road is absence by means of advance warning signs. At trafficked, as paint is not very durable, and it might
and 1049.1 may be higher. In difficult areas, where junctions where all, or any part, of the STOP or Give be preferable to leave short gaps in the marking to
markings and the centre portion of diagrams 1003.4 Way marking has been removed and temporary aid drainage.
(regulation 32), although the ribs of raised rib markings cannot be provided, a prescribed variant of
up to 6 mm above the adjacent road surface diagram 7012 “NO STOP MARKINGS” or “NO GIVE 23.28 Generally a drainage channel of 225 mm
winter, when it may freeze. Markings may project WAY MARKINGS” should be placed on the minor should be maintained between markings and the
a thin film of standing water can be dangerous in the road near the junction, preferably about 5 - 10 m from kerbed edge of a road. This will allow water to flow
prevent a carriageway from draining properly. Even the edge of the main carriageway. Where road freely and help to ensure that the markings do not
23.27 It is essential that road markings should not markings associated with a level crossing are absent, become unnecessarily dirty.
the variant “NO ROAD MARKINGS AT LEVEL
DRAINAGE CROSSING” should be used. The alternative legends
“NO ROAD MARKINGS” and “NO ROAD
MARKINGS AT JUNCTION” should be used where
and guarding is removed. appropriate. Where lane lines or centre of
recommended tapers) before the road works signing carriageway lines on inter-urban roads have been
studs should always be realigned (see table 14-1 for removed (especially where there is no street lighting),
refuges are installed; the old centre line and any road a sign bearing the legend “NO ROAD MARKINGS
This is particularly important where new central FOR X MILES” or “X YARDS” or, if appropriate,
indication, should be removed as soon as possible. “NO ROAD STUDS FOR X MILES” or “X YARDS”
particularly those which may give a misleading (diagram 7012) should be used with the appropriate
23.26 All obsolete markings and road stud housings, distance inserted.
distance inserted. 23.26 All obsolete markings and road stud housings,
(diagram 7012) should be used with the appropriate particularly those which may give a misleading
“NO ROAD STUDS FOR X MILES” or “X YARDS” indication, should be removed as soon as possible.
FOR X MILES” or “X YARDS” or, if appropriate, This is particularly important where new central
a sign bearing the legend “NO ROAD MARKINGS refuges are installed; the old centre line and any road
removed (especially where there is no street lighting), studs should always be realigned (see table 14-1 for
carriageway lines on inter-urban roads have been recommended tapers) before the road works signing
appropriate. Where lane lines or centre of and guarding is removed.
MARKINGS AT JUNCTION” should be used where
“NO ROAD MARKINGS” and “NO ROAD
CROSSING” should be used. The alternative legends DRAINAGE
the variant “NO ROAD MARKINGS AT LEVEL
become unnecessarily dirty. markings associated with a level crossing are absent, 23.27 It is essential that road markings should not
freely and help to ensure that the markings do not the edge of the main carriageway. Where road prevent a carriageway from draining properly. Even
kerbed edge of a road. This will allow water to flow road near the junction, preferably about 5 - 10 m from a thin film of standing water can be dangerous in the
should be maintained between markings and the WAY MARKINGS” should be placed on the minor winter, when it may freeze. Markings may project
23.28 Generally a drainage channel of 225 mm diagram 7012 “NO STOP MARKINGS” or “NO GIVE up to 6 mm above the adjacent road surface
markings cannot be provided, a prescribed variant of (regulation 32), although the ribs of raised rib
aid drainage. Way marking has been removed and temporary markings and the centre portion of diagrams 1003.4
be preferable to leave short gaps in the marking to junctions where all, or any part, of the STOP or Give and 1049.1 may be higher. In difficult areas, where
trafficked, as paint is not very durable, and it might absence by means of advance warning signs. At for instance the cross fall is nearly level, or the road is
may not be practicable if the markings will be heavily road markings, drivers should be warned of their at the lowest point of a sag curve, it may be
not obstruct the flow of surface water. However, this 23.25 Where it is not possible to provide temporary preferable to use paint in place of thermoplastic for
continuous edge lines, as its negligible thickness will
145
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146
APPENDIX A: Northern Ireland variations
The Traffic Signs Regulations and General Directions 2002 apply to England, Wales and Scotland, but in Toucan crossings in Northern Ireland are authorised on a site by site basis.
Northern Ireland the equivalent legislation is the Traffic Signs Regulations (Northern Ireland) 1997. In Northern (Northern Ireland) 1974 and the Pelican Pedestrian Crossings Regulations (Northern Ireland) 1989. Puffin and
Ireland, references to “Directions” are not applicable; where these are referred to, advice should be sought Paragraph 15.1 In Northern Ireland, the relevant Regulations are the Zebra Pedestrian Crossings Regulations
from the Roads Service Transportation Unit, Department for Regional Development in Belfast.
either 35 m or 50 m.
The following table indicates differences in regulation numbers between the two sets of Regulations where roundabouts on dual carriageway roads. The dimension from the Give Way line to the first bar is prescribed as
these are relevant to this chapter of the Traffic Signs Manual. The notes below indicate other differences of Paragraph 11.3 In Northern Ireland, yellow bar markings are prescribed as diagram 1003.6, but only for use at
legislation or practice between Northern Ireland and the rest of the UK.
Unit, Department for Regional Development, Belfast.
studs is currently being developed. Advice should therefore be sought from the Roads Service Transportation
Paragraph Meaning Regulation in the Regulation in the Paragraph 4.27 In Northern Ireland, policy on the use of edge of carriageway markings and associated road
number in Traffic Signs Traffic Signs
Chapter 5 Regulations and Regulations item 19 of Schedule 8 to the Road Traffic Regulation (Northern Ireland) Order 1997”.
General Directions (Northern Ireland) replaced with “Article 50 of the Road Traffic (Northern Ireland) Order 1995, as amended by Article 75(1) and
2002 1997 Paragraphs 2.4, 5.7 and 12.4 In Northern Ireland, “Section 36 of the Road Traffic Act 1988” should be
3.1 Legal meaning of the STOP sign 16 14

In the following notes, paragraph numbers refer to this edition of Chapter 5 of the Traffic Signs Manual.
3.1 Legal meaning of the Give Way marking 25(2) 24(2)
4.49 Proportional dimensions of hatched markings 12(4) 10(4)
5.1 Double white lines; legal requirements and 26 25

10 12 Road marking tolerances 23.19
exemptions
26 29(2) Legal meaning of yellow box 12.1
6.15 Colour of non-reflective road studs 11(4) 9(4)
9(4) 11(4) Colour of non-reflective road studs 6.15
12.1 Legal meaning of yellow box 29(2) 26
exemptions
23.19 Road marking tolerances 12 10
25 26 Double white lines; legal requirements and 5.1
10(4) 12(4) Proportional dimensions of hatched markings 4.49
24(2) 25(2) Legal meaning of the Give Way marking 3.1

In the following notes, paragraph numbers refer to this edition of Chapter 5 of the Traffic Signs Manual.
14 16 Legal meaning of the STOP sign 3.1
Paragraphs 2.4, 5.7 and 12.4 In Northern Ireland, “Section 36 of the Road Traffic Act 1988” should be 1997 2002
replaced with “Article 50 of the Road Traffic (Northern Ireland) Order 1995, as amended by Article 75(1) and (Northern Ireland) General Directions
item 19 of Schedule 8 to the Road Traffic Regulation (Northern Ireland) Order 1997”. Regulations Regulations and Chapter 5
Traffic Signs Traffic Signs number in
Paragraph 4.27 In Northern Ireland, policy on the use of edge of carriageway markings and associated road Regulation in the Regulation in the Meaning Paragraph
studs is currently being developed. Advice should therefore be sought from the Roads Service Transportation
Unit, Department for Regional Development, Belfast.
legislation or practice between Northern Ireland and the rest of the UK.
Paragraph 11.3 In Northern Ireland, yellow bar markings are prescribed as diagram 1003.6, but only for use at these are relevant to this chapter of the Traffic Signs Manual. The notes below indicate other differences of
roundabouts on dual carriageway roads. The dimension from the Give Way line to the first bar is prescribed as The following table indicates differences in regulation numbers between the two sets of Regulations where
either 35 m or 50 m.
from the Roads Service Transportation Unit, Department for Regional Development in Belfast.
Paragraph 15.1 In Northern Ireland, the relevant Regulations are the Zebra Pedestrian Crossings Regulations Ireland, references to “Directions” are not applicable; where these are referred to, advice should be sought
(Northern Ireland) 1974 and the Pelican Pedestrian Crossings Regulations (Northern Ireland) 1989. Puffin and Northern Ireland the equivalent legislation is the Traffic Signs Regulations (Northern Ireland) 1997. In Northern
Toucan crossings in Northern Ireland are authorised on a site by site basis. The Traffic Signs Regulations and General Directions 2002 apply to England, Wales and Scotland, but in
APPENDIX A: Northern Ireland variations
146
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147
APPENDIX A: NORTHERN IRELAND VARIATIONS
Paragraph 16.20 In the Northern Ireland Regulations, the cycle reservoir is numbered 1001.1.
Paragraph 18.12 In the Northern Ireland Regulations, the tram stop line is numbered 1001.2.
Paragraph 21.7 In the Northern Ireland Regulations, markings on humps and cushions are prescribed as
composite layouts in diagrams 1060, 1060.1, 1061, 1061.1 and 1062. Elsewhere in the UK, the triangular
hump marking is prescribed separately as diagram 1062; it may be used in conjunction with other prescribed
markings as appropriate.
markings as appropriate.
hump marking is prescribed separately as diagram 1062; it may be used in conjunction with other prescribed
composite layouts in diagrams 1060, 1060.1, 1061, 1061.1 and 1062. Elsewhere in the UK, the triangular
Paragraph 21.7 In the Northern Ireland Regulations, markings on humps and cushions are prescribed as
Paragraph 18.12 In the Northern Ireland Regulations, the tram stop line is numbered 1001.2.
Paragraph 16.20 In the Northern Ireland Regulations, the cycle reservoir is numbered 1001.1.
APPENDIX A: NORTHERN IRELAND VARIATIONS
147
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148
APPENDIX B: Index of diagrams

13.9, 22.5 - 22.10 1024.1
1001 3.7 - 3.10, 8.21, 9.1, 9.4, 9.5, 9.13, 15.9, 15.10, 16.17, 18.12, 19.3 3.13, 3.14, 22.2 - 22.4 1024
1001.1 18.12 22.3
1001.2 16.20 - 16.22 3.14, 3.17 - 3.19, 3.24, 8.17, 8.43, 9.15, 16.3, 16.17, 18.13, 19.4, 21.19, 1023
1001.3 15.1, 15.14 - 15.26, 16.13 3.11, 3.12, 19.5 1022
1002.1 3.2 - 3.6, 3.11 - 3.13, 4.21, 4.28, 18.13, 19.5 16.7, 17.11, 20.7 - 20.10, 20.26, 20.29 1020.1
1003 3.2 - 3.6, 3.14 - 3.24, 4.21, 4.28, 8.15, 8.17, 8.43, 8.44, 9.15, 16.3, 16.17, 16.7, 17.11, 20.7 - 20.10, 20.26, 20.29 1019
18.13, 19.4, 21.19, 22.9 16.7, 17.11, 20.3 - 20.6, 20.29, 21.11, 22.17, 22.25 1018.1
1003.1 8.8, 8.21 16.7, 17.11, 20.3 - 20.6, 20.25 - 20.27, 20.29, 21.11, 22.17, 22.25 1017
1003.2 19.6 - 19.8 19.15, 22.6
1003.3 8.8, 8.15, 8.17 4.50, 4.58, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10, 13.9, 16.6, 17.7, 18.10, 1014
1003.4 8.10 - 8.19, 13.7, 23.27 2.6, 4.49, 5.17, 6.2, 6.5 1013.4
1004 / 1004.1 3.24, 4.4, 4.12 - 4.26, 4.58, 5.2, 7.8, 7.14, 8.25, 9.7, 10.9 - 10.11, 14.1, 2.6, 4.49, 6.2, 6.5, 7.11, 13.9 1013.3
14.7, 15.15, 16.5, 16.9, 16.22, 18.9, 19.12, 21.10, 21.23 2.6, 5.1 - 5.36, 6.2, 6.5, 7.11, 13.9, 19.13, 19.14 1013.1
1005 / 1005.1 4.2, 4.7 - 4.11, 5.28, 9.7, 10.6, 10.9, 10.10 3.21, 4.27, 4.39 - 4.48, 4.53, 4.55, 4.61, 4.64, 10.5, 23.16 1012.2 / 1012.3
1008 / 1008.1 4.1 - 4.6, 9.7 19.9 Footway at level crossing
1009 Edge of carriageway 3.3, 4.27, 4.28, 4.33, 6.9, 16.3, 16.17 3.21, 4.27, 4.31 - 4.39, 4.44, 10.5, 18.8, 19.9, 21.11, 21.18 Edge of carriageway
Start of a cycle lane 16.6, 16.8, 16.10 4.35 1012.1 Back of hard shoulder
1010 Bus / cycle lane 17.5, 17.8 18.19 - 18.23 Swept path for tram
Edge of carriageway 3.22, 4.27 - 4.30, 4.33, 4.36, 6.12, 7.13, 10.5, 10.10, 10.13, 21.20, 22.6 13.9, 22.6, 22.7 Route for high vehicles
Lane drop 6.9, 10.11, 10.13 6.9, 10.11, 10.13 Lane drop
Route for high vehicles 13.9, 22.6, 22.7 3.22, 4.27 - 4.30, 4.33, 4.36, 6.12, 7.13, 10.5, 10.10, 10.13, 21.20, 22.6 Edge of carriageway
Swept path for tram 18.19 - 18.23 17.5, 17.8 Bus / cycle lane 1010
1012.1 Back of hard shoulder 4.35 16.6, 16.8, 16.10 Start of a cycle lane
Edge of carriageway 3.21, 4.27, 4.31 - 4.39, 4.44, 10.5, 18.8, 19.9, 21.11, 21.18 3.3, 4.27, 4.28, 4.33, 6.9, 16.3, 16.17 Edge of carriageway 1009
Footway at level crossing 19.9 4.1 - 4.6, 9.7 1008 / 1008.1
1012.2 / 1012.3 3.21, 4.27, 4.39 - 4.48, 4.53, 4.55, 4.61, 4.64, 10.5, 23.16 4.2, 4.7 - 4.11, 5.28, 9.7, 10.6, 10.9, 10.10 1005 / 1005.1
1013.1 2.6, 5.1 - 5.36, 6.2, 6.5, 7.11, 13.9, 19.13, 19.14 14.7, 15.15, 16.5, 16.9, 16.22, 18.9, 19.12, 21.10, 21.23
1013.3 2.6, 4.49, 6.2, 6.5, 7.11, 13.9 3.24, 4.4, 4.12 - 4.26, 4.58, 5.2, 7.8, 7.14, 8.25, 9.7, 10.9 - 10.11, 14.1, 1004 / 1004.1
1013.4 2.6, 4.49, 5.17, 6.2, 6.5 8.10 - 8.19, 13.7, 23.27 1003.4
1014 4.50, 4.58, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10, 13.9, 16.6, 17.7, 18.10, 8.8, 8.15, 8.17 1003.3
19.15, 22.6 19.6 - 19.8 1003.2
1017 16.7, 17.11, 20.3 - 20.6, 20.25 - 20.27, 20.29, 21.11, 22.17, 22.25 8.8, 8.21 1003.1
1018.1 16.7, 17.11, 20.3 - 20.6, 20.29, 21.11, 22.17, 22.25 18.13, 19.4, 21.19, 22.9
1019 16.7, 17.11, 20.7 - 20.10, 20.26, 20.29 3.2 - 3.6, 3.14 - 3.24, 4.21, 4.28, 8.15, 8.17, 8.43, 8.44, 9.15, 16.3, 16.17, 1003
1020.1 16.7, 17.11, 20.7 - 20.10, 20.26, 20.29 3.2 - 3.6, 3.11 - 3.13, 4.21, 4.28, 18.13, 19.5 1002.1
1022 3.11, 3.12, 19.5 15.1, 15.14 - 15.26, 16.13 1001.3
1023 3.14, 3.17 - 3.19, 3.24, 8.17, 8.43, 9.15, 16.3, 16.17, 18.13, 19.4, 21.19, 16.20 - 16.22 1001.2
22.3 18.12 1001.1
1024 3.13, 3.14, 22.2 - 22.4 3.7 - 3.10, 8.21, 9.1, 9.4, 9.5, 9.13, 15.9, 15.10, 16.17, 18.12, 19.3 1001
1024.1 13.9, 22.5 - 22.10
APPENDIX B: Index of diagrams
148
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149
APPENDIX B: INDEX OF DIAGRAMS

16.15, 23.27 1049.1
16.15 Pedestrians and cyclists 1025.1 16.5, 17.20 - 17.23, 20.28, 20.33
4.51, 4.54, 4.60, 13.9, 16.3, 16.5 Cycle lane, track or route 1025.3 / 1025.4 17.20 - 17.23, 20.28, 20.33
4.51, 4.60, 13.9, 17.5, 17.8, 17.13, 17.17 Bus lane 1049 1026 8.40, 12.8, 12.9, 22.12 - 22.14
17.18 1048.3 / 1048.4 1026.1 22.15 - 22.18
17.18, 18.4, 18.6, 18.18 1048.2 1027.1 KEEP CLEAR 12.9, 22.19
16.11, 17.6, 17.14 1048.1 SCHOOL KEEP CLEAR 12.9, 22.19 - 22.25
16.11, 17.6, 17.14 1048 1028.2 20.11, 20.12, 20.22, 20.25, 20.27, 20.28, 20.33
22.33 PLAY STREET 1028.3 20.11, 20.13, 20.14, 20.22, 20.26, 20.29, 20.33
22.29 - 22.32, 22.46 NO ENTRY 1046 1028.4 20.11, 20.15, 20.16, 20.22, 20.26, 20.29, 20.33
12.14, 19.18, 19.19 1045 1029 15.25, 17.15, 22.26 - 22.28
8.39, 12.1 - 12.14, 18.15 1043 / 1044 1032 20.11, 20.16, 20.22, 20.26, 20.29
4.42, 4.61, 4.62, 6.9, 8.34, 8.37 1042.1 1033 20.11, 20.17, 20.18, 20.26, 20.29
4.42, 4.61, 4.62, 6.9, 8.34, 10.3, 10.7 1042 1035 8.30 - 8.33, 13.4, 13.5
4.60, 4.62, 6.9, 8.34, 8.37, 16.3 1041.1 1036.1 / 1036.2 13.6
4.60, 4.62, 6.9, 8.34, 14.3, 15.26, 16.3 1041 1037 13.6
4.42, 4.49, 4.55 1040.5 1038 7.10, 8.30 - 8.33, 9.1, 9.9, 10.10, 13.1 - 13.3, 13.13, 14.7, 17.14, 18.10
4.49, 4.50, 4.54, 4.57 - 4.59, 8.25, 13.9, 18.17, 21.18, 21.22, 22.7 1040.4 1038.1 9.8, 13.7, 13.8
4.42, 4.49, 4.50, 4.53, 6.9, 10.10, 13.9 1040.3 1039 7.10, 10.5, 13.10 - 13.14, 14.7
4.49, 4.51, 4.52, 5.9, 5.14, 14.2, 14.6, 15.26, 16.3, 17.13, 21.15 1040.2 1040 4.49 - 4.52, 4.57, 4.58, 7.5, 7.6, 8.13, 8.16, 13.9, 14.1, 14.2, 15.26, 16.3,
21.15 21.15
4.49 - 4.52, 4.57, 4.58, 7.5, 7.6, 8.13, 8.16, 13.9, 14.1, 14.2, 15.26, 16.3, 1040 1040.2 4.49, 4.51, 4.52, 5.9, 5.14, 14.2, 14.6, 15.26, 16.3, 17.13, 21.15
7.10, 10.5, 13.10 - 13.14, 14.7 1039 1040.3 4.42, 4.49, 4.50, 4.53, 6.9, 10.10, 13.9
9.8, 13.7, 13.8 1038.1 1040.4 4.49, 4.50, 4.54, 4.57 - 4.59, 8.25, 13.9, 18.17, 21.18, 21.22, 22.7
7.10, 8.30 - 8.33, 9.1, 9.9, 10.10, 13.1 - 13.3, 13.13, 14.7, 17.14, 18.10 1038 1040.5 4.42, 4.49, 4.55
13.6 1037 1041 4.60, 4.62, 6.9, 8.34, 14.3, 15.26, 16.3
13.6 1036.1 / 1036.2 1041.1 4.60, 4.62, 6.9, 8.34, 8.37, 16.3
8.30 - 8.33, 13.4, 13.5 1035 1042 4.42, 4.61, 4.62, 6.9, 8.34, 10.3, 10.7
20.11, 20.17, 20.18, 20.26, 20.29 1033 1042.1 4.42, 4.61, 4.62, 6.9, 8.34, 8.37
20.11, 20.16, 20.22, 20.26, 20.29 1032 1043 / 1044 8.39, 12.1 - 12.14, 18.15
15.25, 17.15, 22.26 - 22.28 1029 1045 12.14, 19.18, 19.19
20.11, 20.15, 20.16, 20.22, 20.26, 20.29, 20.33 1028.4 1046 NO ENTRY 22.29 - 22.32, 22.46
20.11, 20.13, 20.14, 20.22, 20.26, 20.29, 20.33 1028.3 PLAY STREET 22.33
20.11, 20.12, 20.22, 20.25, 20.27, 20.28, 20.33 1028.2 1048 16.11, 17.6, 17.14
12.9, 22.19 - 22.25 SCHOOL KEEP CLEAR 1048.1 16.11, 17.6, 17.14
12.9, 22.19 1027.1 KEEP CLEAR 1048.2 17.18, 18.4, 18.6, 18.18
22.15 - 22.18 1026.1 1048.3 / 1048.4 17.18
8.40, 12.8, 12.9, 22.12 - 22.14 1026 1049 Bus lane 4.51, 4.60, 13.9, 17.5, 17.8, 17.13, 17.17
17.20 - 17.23, 20.28, 20.33 1025.3 / 1025.4 Cycle lane, track or route 4.51, 4.54, 4.60, 13.9, 16.3, 16.5
16.5, 17.20 - 17.23, 20.28, 20.33 1025.1 Pedestrians and cyclists 16.15
1049.1 16.15, 23.27
149
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150
1050 17.8, 17.9

1055.1 Colour and materials 6.15
Cycle crossing 15.13, 16.16
Equestrian crossing 15.1
Signalled crossing 9.13, 9.14, 15.1, 15.13
Toucan crossing 15.1
Unsignalled crossing 15.13
1055.2 6.15, 15.1, 15.11, 15.12
1057 16.3, 16.5, 16.6, 16.10, 16.17, 16.22, 21.21
1058 16.24, 22.50
1058.1 16.3, 16.23, 22.2, 22.50
1059 16.3, 16.25
1062 15.25, 21.7 - 21.10, 21.14, 21.16
1063 22.34 - 22.38
1064 22.39 - 22.43
1065 21.4 - 21.6
1066 18.19 - 18.23
18.19 - 18.23 1066

21.4 - 21.6 1065
22.39 - 22.43 1064
22.34 - 22.38 1063
15.25, 21.7 - 21.10, 21.14, 21.16 1062
16.3, 16.25 1059
16.3, 16.23, 22.2, 22.50 1058.1
16.24, 22.50 1058
16.3, 16.5, 16.6, 16.10, 16.17, 16.22, 21.21 1057
6.15, 15.1, 15.11, 15.12 1055.2
15.13 Unsignalled crossing
15.1 Toucan crossing
9.13, 9.14, 15.1, 15.13 Signalled crossing
15.1 Equestrian crossing
15.13, 16.16 Cycle crossing
6.15 1055.1 Colour and materials
17.8, 17.9 1050
150
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151
INDEX
7.12 road junctions in climbing lane Advanced stop lines 16.20 - 16.22
5.27 - 5.35 double white lines
Climbing lanes Application of markings 23.19, 23.20
21.22 - 21.25 Chicanes and pinch points Arrows

bifurcation arrows 7.10, 13.10 - 13.14, 14.7
22.39 - 22.44 vehicle separation markings cycle facilities 16.25
4.60 - 4.62 Chevron markings deflection arrows 4.50, 4.55, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10,
13.9, 16.6, 17.7, 18.10, 19.15, 22.6
4.1 - 4.6 Centre lines destinations with arrows 8.30 - 8.33, 9.9, 13.4, 13.5
guidance arrows in junctions 9.8, 13.7, 13.8
17.3 - 17.11 with-flow bus lanes lane arrows 7.10, 8.30 - 8.33, 9.9, 13.1 - 13.3, 13.6
17.11 waiting and loading mandatory movements 13.6
17.17 pedestrian crossings roundabouts 8.30 - 8.33
16.11 cycle use of bus lanes
17.12 - 17.15 contra-flow bus lanes Authorisation 2.1
17.16 coloured road surface
17.20 - 17.23 bus stops Auxiliary lanes 10.13
17.18, 17.19 bus-only streets and gates
17.1 - 17.23 Bus markings Bifurcation arrows 13.10 - 13.14
21.18 - 21.21 Build outs Box markings - see Yellow Box Markings
6.6, 23.9 - 23.13 British Standards British Standards 6.6, 23.9 - 23.13
Box markings - see Yellow Box Markings Build outs 21.18 - 21.21
13.10 - 13.14 Bifurcation arrows Bus markings 17.1 - 17.23

bus-only streets and gates 17.18, 17.19
10.13 Auxiliary lanes bus stops 17.20 - 17.23
coloured road surface 17.16
2.1 Authorisation contra-flow bus lanes 17.12 - 17.15
cycle use of bus lanes 16.11
8.30 - 8.33 roundabouts pedestrian crossings 17.17
13.6 mandatory movements waiting and loading 17.11
7.10, 8.30 - 8.33, 9.9, 13.1 - 13.3, 13.6 lane arrows with-flow bus lanes 17.3 - 17.11
9.8, 13.7, 13.8 guidance arrows in junctions
8.30 - 8.33, 9.9, 13.4, 13.5 destinations with arrows Centre lines 4.1 - 4.6
13.9, 16.6, 17.7, 18.10, 19.15, 22.6
4.50, 4.55, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10, deflection arrows Chevron markings 4.60 - 4.62
16.25 cycle facilities vehicle separation markings 22.39 - 22.44
7.10, 13.10 - 13.14, 14.7 bifurcation arrows
Arrows Chicanes and pinch points 21.22 - 21.25
23.19, 23.20 Application of markings Climbing lanes

double white lines 5.27 - 5.35
16.20 - 16.22 Advanced stop lines road junctions in climbing lane 7.12
INDEX
151
171_Traffic Signs Ch5_NEW Text / Sig: 76 / Plate A Index MAC.p65 151 16/10/03, 13:15
171_Traffic Signs Ch5_NEW Text / Sig: 76 / Plate B 16/10/03, 13:15 152 Index MAC.p65
152
INDEX
7.11, 7.12 ghost islands

Coloured road surface 7.11, 16.12, 17.16 5.26 four-lane roads
5.23, 5.24 design
Colours of road markings 23.17, 23.18 5.13 - 5.16, 19.15 deflection arrows
5.34, 5.35 crests
Colours of road studs 4.59, 4.65, 6.9 - 6.11 5.7 consultation with police
5.8 built up areas
Controlled parking zone 20.29 22.8 arch bridge
5.1 - 5.36, 7.11, 7.12 Double white lines
Cross sections 4.63 - 4.65
20.11, 20.13, 20.16, 20.18 Disabled parking bays
Cycle facilities 16.1 - 16.25
advanced stop lines 16.20 - 16.22 1.17, 2.11 Dimensions of road markings
advisory lanes 16.9, 16.10
arrows 16.25 8.30 - 8.33, 9.9, 13.4, 13.5 Destination markings
coloured road surface 16.12
contra-flow lanes 16.4, 16.8, 16.9 10.13, 11.3, 23.21
cycle tracks 3.25, 16.14 - 16.19 1.4, 4.63, 5.28, 5.34, 8.4, 8.5, 8.22, 8.34, 10.1, Design Manual for Roads and Bridges
mandatory lanes 16.4 - 16.8
pedestrian crossings 16.13 13.9, 16.6, 17.7, 18.10, 19.15, 22.6
road crossings 3.25, 16.16 - 16.19 4.50, 4.53, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10, Deflection arrows
road humps 3.25, 21.12
shared use with pedestrians 16.14, 16.15 16.23, 16.24 worded markings
use of bus lanes 16.11 16.2, 21.12 width of lane
waiting and loading 16.7, 16.10 16.7, 16.10 waiting and loading
width of lane 16.2, 21.12 16.11 use of bus lanes
worded markings 16.23, 16.24 16.14, 16.15 shared use with pedestrians
3.25, 21.12 road humps
Deflection arrows 4.50, 4.53, 5.13 - 5.16, 7.9, 7.11, 9.12, 10.10, 3.25, 16.16 - 16.19 road crossings
13.9, 16.6, 17.7, 18.10, 19.15, 22.6 16.13 pedestrian crossings
16.4 - 16.8 mandatory lanes
Design Manual for Roads and Bridges 1.4, 4.63, 5.28, 5.34, 8.4, 8.5, 8.22, 8.34, 10.1, 3.25, 16.14 - 16.19 cycle tracks
10.13, 11.3, 23.21 16.4, 16.8, 16.9 contra-flow lanes
16.12 coloured road surface
Destination markings 8.30 - 8.33, 9.9, 13.4, 13.5 16.25 arrows
16.9, 16.10 advisory lanes
Dimensions of road markings 1.17, 2.11 16.20 - 16.22 advanced stop lines
16.1 - 16.25 Cycle facilities
Disabled parking bays 20.11, 20.13, 20.16, 20.18
4.63 - 4.65 Cross sections
Double white lines 5.1 - 5.36, 7.11, 7.12
arch bridge 22.8 20.29 Controlled parking zone
built up areas 5.8
consultation with police 5.7 4.59, 4.65, 6.9 - 6.11 Colours of road studs
crests 5.34, 5.35
deflection arrows 5.13 - 5.16, 19.15 23.17, 23.18 Colours of road markings
design 5.23, 5.24
four-lane roads 5.26 7.11, 16.12, 17.16 Coloured road surface
ghost islands 7.11, 7.12
INDEX
152
Index MAC.p65 152 16/10/03, 13:15 171_Traffic Signs Ch5_NEW Text / Sig: 76 / Plate B
153
INDEX
23.25 temporary removal

8.8, 8.15, 8.17 roundabouts Double white lines (cont'd)
3.24 priority traffic sites legal meaning 5.1
3.1 legal meaning level crossings 5.36, 19.13 - 19.15
3.2 - 3.6, 3.14 - 3.23 junctions refuges 5.18
3.25 cycle priority road junctions 5.19 - 5.21, 7.11, 7.12
16.3 cycle lanes and tracks road studs 5.11, 5.12, 6.2, 19.16, 19.17
Give Way line sag curves 5.33
splayed markings 5.17
7.2 - 7.12 Ghost islands three-lane hills 5.27 - 5.32
three-lane roads 5.25
21.26 - 21.28 Gateways two-lane roads 5.23, 5.24
visibility distance 5.22
23.9, 23.10 road marking materials width of road 5.4
6.6, 23.11 road studs
European standards Drainage 23.27, 23.28
raised profile markings 4.47
15.11, 15.12 Equestrian crossings yellow bar markings 11.6
16.24, 22.50 END marking Dual carriageway

markings at the end of 4.56 - 4.59
21.4 - 21.6 speed limit roundel road junctions 7.13 - 7.15
22.45 - 22.50 Elongated markings
Edge of carriageway lines 4.27 - 4.38
4.39 - 4.48 raised profile raised profile 4.39 - 4.48
4.27 - 4.38 Edge of carriageway lines
Elongated markings 22.45 - 22.50
7.13 - 7.15 road junctions speed limit roundel 21.4 - 21.6
4.56 - 4.59 markings at the end of
Dual carriageway END marking 16.24, 22.50
11.6 yellow bar markings Equestrian crossings 15.11, 15.12

4.47 raised profile markings
23.27, 23.28 Drainage European standards
road studs 6.6, 23.11
5.4 width of road road marking materials 23.9, 23.10
5.22 visibility distance
5.23, 5.24 two-lane roads Gateways 21.26 - 21.28
5.25 three-lane roads
5.27 - 5.32 three-lane hills Ghost islands 7.2 - 7.12
5.17 splayed markings
5.33 sag curves Give Way line
5.11, 5.12, 6.2, 19.16, 19.17 road studs cycle lanes and tracks 16.3
5.19 - 5.21, 7.11, 7.12 road junctions cycle priority 3.25
5.18 refuges junctions 3.2 - 3.6, 3.14 - 3.23
5.36, 19.13 - 19.15 level crossings legal meaning 3.1
5.1 legal meaning priority traffic sites 3.24
Double white lines (cont'd) roundabouts 8.8, 8.15, 8.17
temporary removal 23.25
INDEX
153
154
INDEX
12.14, 19.18, 19.19 yellow box markings

Grade separated junctions 10.1 - 10.13 19.1 types of level crossings
auxiliary lanes 10.13 19.2 - 19.8 transverse markings
lane drops 10.11, 10.12 19.16, 19.17 road studs
lane gains 10.8 - 10.10 19.9 - 19.15 longitudinal markings
merging and diverging slip roads 10.2 - 10.7 5.36, 19.13 - 19.17 double white lines
19.1 - 19.19 Level crossings
Guidance arrows 9.8, 13.7, 13.8
9.10 - 9.12 signalled junctions
Hatched markings 4.49 - 4.55 16.2, 21.12 cycle lanes
17.4, 17.13 bus lanes
High vehicles 22.5 - 22.10 Lane widths
Humped crossings 21.10, 21.17 4.53, 4.56 - 4.59 Lane loss between junctions
Junctions, see 4.7 - 4.11 Lane lines

grade separated junctions
major / minor junctions 10.8 - 10.10 Lane gain at junction
roundabouts
traffic signal controlled junctions 10.11, 10.12 Lane drop at junction
Keep clear markings 22.11 - 22.25 7.10, 8.30 - 8.33, 13.1 - 13.3, 13.6, 13.7, 16.25 Lane arrows
accesses and dropped kerbs 22.15 - 22.18
at road junctions 22.12 - 22.14 22.19 - 22.25 school, hospital, fire, police or ambulance entrances
at roundabouts 8.40 8.40 at roundabouts
school, hospital, fire, police or ambulance entrances 22.19 - 22.25 22.12 - 22.14 at road junctions
22.15 - 22.18 accesses and dropped kerbs
Lane arrows 7.10, 8.30 - 8.33, 13.1 - 13.3, 13.6, 13.7, 16.25 22.11 - 22.25 Keep clear markings
Lane drop at junction 10.11, 10.12 traffic signal controlled junctions

roundabouts
Lane gain at junction 10.8 - 10.10 major / minor junctions
grade separated junctions
Lane lines 4.7 - 4.11 Junctions, see
Lane loss between junctions 4.53, 4.56 - 4.59 21.10, 21.17 Humped crossings
Lane widths 22.5 - 22.10 High vehicles

bus lanes 17.4, 17.13
cycle lanes 16.2, 21.12 4.49 - 4.55 Hatched markings
signalled junctions 9.10 - 9.12
9.8, 13.7, 13.8 Guidance arrows
Level crossings 19.1 - 19.19
double white lines 5.36, 19.13 - 19.17 10.2 - 10.7 merging and diverging slip roads
longitudinal markings 19.9 - 19.15 10.8 - 10.10 lane gains
road studs 19.16, 19.17 10.11, 10.12 lane drops
transverse markings 19.2 - 19.8 10.13 auxiliary lanes
types of level crossings 19.1 10.1 - 10.13 Grade separated junctions
yellow box markings 12.14, 19.18, 19.19
INDEX
154
155
INDEX
15.9, 15.10, 22.26 Pelican crossings LOOK LEFT / LOOK RIGHT marking 22.26 - 22.28
20.30 - 20.32 Pedestrian zone Maintenance 23.21 - 23.26
15.14 - 15.26 zig-zag markings Major / minor junctions 7.1 - 7.17

15.4 - 15.8, 22.26 Zebra crossings climbing lanes 7.12
15.2 width of crossing coloured road surface 7.11
9.13 - 9.15 traffic signal controlled junction dual carriageways 7.13 - 7.17
15.9, 15.10, 22.26 Toucan crossings ghost islands 7.2 - 7.12
15.8 - 15.10 stop and give way lines single lane dualling 7.16, 7.17
15.27, 15.28 road studs T-junctions 7.1
15.29, 21.10, 21.17 road humps
15.9, 15.10, 22.26 Puffin crossings Maintenance 23.21 - 23.26
15.9, 15.10, 22.26 Pelican crossings
15.11, 15.12 equestrian crossings Materials 23.1 - 23.8
16.13 cycle lanes application of markings 23.19, 23.20
17.1 bus lanes colours 23.17, 23.18
15.1 - 15.29 Pedestrian crossings European and British standards 23.9 - 23.13
reflectorisation 1.15, 1.16, 23.14 - 23.16
20.11 - 20.28 Parking bays road marking materials 23.1 - 23.8
Appendix A Northern Ireland variations Mini-roundabouts 8.10 - 8.19
22.29 - 22.32 NO ENTRY marking NO ENTRY marking 22.29 - 22.32
8.10 - 8.19 Mini-roundabouts Northern Ireland variations Appendix A
23.1 - 23.8 road marking materials Parking bays 20.11 - 20.28

1.15, 1.16, 23.14 - 23.16 reflectorisation
23.9 - 23.13 European and British standards Pedestrian crossings 15.1 - 15.29
23.17, 23.18 colours bus lanes 17.1
23.19, 23.20 application of markings cycle lanes 16.13
23.1 - 23.8 Materials equestrian crossings 15.11, 15.12
Pelican crossings 15.9, 15.10, 22.26
23.21 - 23.26 Maintenance Puffin crossings 15.9, 15.10, 22.26
road humps 15.29, 21.10, 21.17
7.1 T-junctions road studs 15.27, 15.28
7.16, 7.17 single lane dualling stop and give way lines 15.8 - 15.10
7.2 - 7.12 ghost islands Toucan crossings 15.9, 15.10, 22.26
7.13 - 7.17 dual carriageways traffic signal controlled junction 9.13 - 9.15
7.11 coloured road surface width of crossing 15.2
7.12 climbing lanes Zebra crossings 15.4 - 15.8, 22.26
7.1 - 7.17 Major / minor junctions zig-zag markings 15.14 - 15.26
23.21 - 23.26 Maintenance Pedestrian zone 20.30 - 20.32
22.26 - 22.28 LOOK LEFT / LOOK RIGHT marking Pelican crossings 15.9, 15.10, 22.26
INDEX
155
156
INDEX
8.42 - 8.44 reversed priority
8.10 - 8.19 mini-roundabouts
Pinch points 21.22 - 21.25 8.22 - 8.29 lane markings in the circulating area
8.30 - 8.33 lane destinations
Placing of road markings and studs 2.3 - 2.7 8.18, 8.19 double roundabouts
8.4, 8.16, 8.17 deflection
PLAY STREET marking 22.33 8.7 - 8.9 conventional roundabouts
8.30 - 8.33 arrows
Police speed check markings 22.34 - 22.38 8.1 - 8.44 Roundabouts
Prescribed markings and road studs 2.1, 2.2 6.5, 14.2 uni- and bi-directional studs
6.7, 6.8 types of studs
Priority traffic sites 3.24, 12.13, 12.14 6.6 type approval
5.11, 6.12 - 6.14 spacing
Private driveways 4.28 6.15, 15.27, 15.28 pedestrian crossings
4.38 location on edge line
Puffin crossings 15.9, 15.10, 22.26 19.16, 19.17 level crossings
6.6, 23.11 European standards
Railway Inspectorate 5.36, 12.14, 18.1, 18.19, 19.1, 21.19 5.11, 5.12, 6.2, 19.16, 19.17 double white lines
4.59, 4.65, 6.9 - 6.11, 10.11 colour of studs and lenses
Raised profile lines 4.39 - 4.48 6.1 - 6.15 Road studs
drainage gaps 4.47
21.12 cycle lanes
Reflectorisation of markings 1.15, 1.16, 2.8, 11.7, 23.14 - 23.16 21.7 - 21.12, 21.17 Road humps
Restricted zone 20.33 20.33 Restricted zone
Road humps 21.7 - 21.12, 21.17 1.15, 1.16, 2.8, 11.7, 23.14 - 23.16 Reflectorisation of markings
cycle lanes 21.12
4.47 drainage gaps
Road studs 6.1 - 6.15 4.39 - 4.48 Raised profile lines
colour of studs and lenses 4.59, 4.65, 6.9 - 6.11, 10.11
double white lines 5.11, 5.12, 6.2, 19.16, 19.17 5.36, 12.14, 18.1, 18.19, 19.1, 21.19 Railway Inspectorate
European standards 6.6, 23.11
level crossings 19.16, 19.17 15.9, 15.10, 22.26 Puffin crossings
location on edge line 4.38
pedestrian crossings 6.15, 15.27, 15.28 4.28 Private driveways
spacing 5.11, 6.12 - 6.14
type approval 6.6 3.24, 12.13, 12.14 Priority traffic sites
types of studs 6.7, 6.8
uni- and bi-directional studs 6.5, 14.2 2.1, 2.2 Prescribed markings and road studs
Roundabouts 8.1 - 8.44 22.34 - 22.38 Police speed check markings

arrows 8.30 - 8.33
conventional roundabouts 8.7 - 8.9 22.33 PLAY STREET marking
deflection 8.4, 8.16, 8.17
double roundabouts 8.18, 8.19 2.3 - 2.7 Placing of road markings and studs
lane destinations 8.30 - 8.33
lane markings in the circulating area 8.22 - 8.29 21.22 - 21.25 Pinch points
mini-roundabouts 8.10 - 8.19
reversed priority 8.42 - 8.44
INDEX
156
157
INDEX
21.4 - 21.6 speed limit roundel
21.13 - 21.15 speed cushions
21.7 - 21.12 road humps Roundabouts (cont'd)
21.10, 21.17 humped crossings segregated left turn lanes 8.34 - 8.38
21.26 - 21.28 gateways signalled roundabouts 8.20, 8.21
21.22 - 21.25 chicanes and pinch points yellow bar markings 11.1 - 11.7
21.18 - 21.21 build outs yellow box markings 8.39, 12.3
21.1 - 21.28 Traffic calming
School KEEP CLEAR markings 22.19 - 22.25
15.9, 15.10, 22.26 Toucan crossings
Segregated left turn lanes 8.34 - 8.38
23.19 Tolerances
Single lane dualling 7.16, 7.17
21.16 Thumps
Skid resistance 11.7, 23.20
20.22, 20.25 - 20.28 Taxi bays
SLOW marking 16.23, 22.2 - 22.4
4.23, 4.50, 10.2, 10.10, 10.12, 14.1 Tapers
Speed cushions 21.13 - 21.15
18.12 trams
23.25 temporary removal Speed limit roundel 21.4 - 21.6
8.20, 8.21 signalled roundabouts
3.7 - 3.10, 9.4 - 9.6 signalled junctions Spiral markings 8.28, 8.29
15.9, 15.10 pedestrian crossings
3.1 - 3.6, 3.11 - 3.13 non-signalled junctions Stop line
16.20 - 16.22 advanced stop line for cyclists advanced stop line for cyclists 16.20 - 16.22
Stop line non-signalled junctions 3.1 - 3.6, 3.11 - 3.13
pedestrian crossings 15.9, 15.10
8.28, 8.29 Spiral markings signalled junctions 3.7 - 3.10, 9.4 - 9.6
signalled roundabouts 8.20, 8.21
21.4 - 21.6 Speed limit roundel temporary removal 23.25
trams 18.12
21.13 - 21.15 Speed cushions
Tapers 4.23, 4.50, 10.2, 10.10, 10.12, 14.1
16.23, 22.2 - 22.4 SLOW marking
Taxi bays 20.22, 20.25 - 20.28
11.7, 23.20 Skid resistance
Thumps 21.16
7.16, 7.17 Single lane dualling
Tolerances 23.19
8.34 - 8.38 Segregated left turn lanes
Toucan crossings 15.9, 15.10, 22.26
22.19 - 22.25 School KEEP CLEAR markings
Traffic calming 21.1 - 21.28
8.39, 12.3 yellow box markings build outs 21.18 - 21.21
11.1 - 11.7 yellow bar markings chicanes and pinch points 21.22 - 21.25
8.20, 8.21 signalled roundabouts gateways 21.26 - 21.28
8.34 - 8.38 segregated left turn lanes humped crossings 21.10, 21.17
Roundabouts (cont'd) road humps 21.7 - 21.12
speed cushions 21.13 - 21.15
speed limit roundel 21.4 - 21.6
INDEX
157
158
INDEX
20.30 - 20.32 pedestrian zone

Traffic calming (cont'd) 20.11 - 20.28 parking bays
thumps 21.16 20.19 - 20.23 marking of bays
waiting and loading restrictions 21.11 20.34 lorry and bus parking ban zone
20.11, 20.13, 20.16, 20.18 disabled parking bays
Traffic islands 4.23, 14.1 - 14.8 16.7, 16.10 cycle lanes
20.29 controlled parking zone
Traffic signal controlled junctions 9.1 - 9.15 17.11 bus lanes
approach lane markings 9.7 20.1 - 20.35 Waiting and loading
exit lane taper 9.12
lane destinations 9.9 1.10 - 1.14 Visibility of road markings
lane widths 9.10 - 9.12
longitudinal markings 9.7, 9.8 5.22 Visibility distance
markings within the junction 9.8, 13.7, 13.8
pedestrian crossing points 9.13 - 9.15 22.39 - 22.44 Vehicle separation markings
roundabouts 8.20, 8.21
stop lines 3.7 - 3.10, 9.4 - 9.6 1.6 - 1.9 Use of road markings
unsignalled vehicle movements 9.15
2.2, 6.6 Type approval
Tram markings 18.1 - 18.23
integrated tramways 18.3 18.15, 18.23 yellow box marking
off-street tramways 18.7 - 18.10 18.16 - 18.18 tram stops
road junctions 18.11 - 18.14 18.12 tram stop line
segregated tramways 18.5, 18.6 18.4 tram gates
swept path markings 18.19 - 18.23 18.19 - 18.23 swept path markings
tram gates 18.4 18.5, 18.6 segregated tramways
tram stop line 18.12 18.11 - 18.14 road junctions
tram stops 18.16 - 18.18 18.7 - 18.10 off-street tramways
yellow box marking 18.15, 18.23 18.3 integrated tramways
18.1 - 18.23 Tram markings
Type approval 2.2, 6.6
9.15 unsignalled vehicle movements
Use of road markings 1.6 - 1.9 3.7 - 3.10, 9.4 - 9.6 stop lines
8.20, 8.21 roundabouts
Vehicle separation markings 22.39 - 22.44 9.13 - 9.15 pedestrian crossing points
9.8, 13.7, 13.8 markings within the junction
Visibility distance 5.22 9.7, 9.8 longitudinal markings
9.10 - 9.12 lane widths
Visibility of road markings 1.10 - 1.14 9.9 lane destinations
9.12 exit lane taper
Waiting and loading 20.1 - 20.35 9.7 approach lane markings
bus lanes 17.11 9.1 - 9.15 Traffic signal controlled junctions
controlled parking zone 20.29
cycle lanes 16.7, 16.10 4.23, 14.1 - 14.8 Traffic islands
disabled parking bays 20.11, 20.13, 20.16, 20.18
lorry and bus parking ban zone 20.34 21.11 waiting and loading restrictions
marking of bays 20.19 - 20.23 21.16 thumps
parking bays 20.11 - 20.28 Traffic calming (cont'd)
pedestrian zone 20.30 - 20.32
INDEX
158
159
Printed in the United Kingdom for TSO N6203091 C1 07/09 171 INDEX
15.14 - 15.26 Zig-zag markings

Waiting and loading (cont'd)
15.4 - 15.8, 22.26 Zebra crossings prohibition of loading 20.7 - 20.10
prohibition of waiting 20.3 - 20.6
18.15, 18.23 tram crossings restricted zone 20.33
12.5 - 12.10 suitability of site road humps 21.11
12.11, 12.12 setting out shared and part time bays 20.24 - 20.28
8.39, 12.3 roundabouts taxi bays 20.22, 20.25 - 20.28
12.13 priority traffic site
12.14, 19.18, 19.19 level crossings Warning lines 4.12 - 4.26
12.1 - 12.4 legal aspects minimum number of marks 4.25
19.18, 19.19
8.39, 12.1 - 12.14, 18.15, 18.23, Yellow box markings Word formation 22.45 - 22.50
11.7 thickness of marking Worded and diagrammatic markings

11.15 spacing of bars formation of words 22.45 - 22.50
11.7 skid resistance high vehicles 22.5 - 22.10
11.7 reflectorisation keep clear 22.11 - 22.25
11.6 drainage LOOK LEFT / RIGHT 22.26 - 22.28
11.5 design of marking NO ENTRY 22.29 - 22.32
11.3, 11.4 criteria PLAY STREET 22.33
11.1 - 11.7 Yellow bar markings police speed check markings 22.34 - 22.38
SLOW 16.23, 22.2 - 22.4, 22.50
1.17 Working drawings vehicle separation markings 22.39 - 22.44
22.39 - 22.44 vehicle separation markings Working drawings 1.17

16.23, 22.2 - 22.4, 22.50 SLOW
22.34 - 22.38 police speed check markings Yellow bar markings 11.1 - 11.7
22.33 PLAY STREET criteria 11.3, 11.4
22.29 - 22.32 NO ENTRY design of marking 11.5
22.26 - 22.28 LOOK LEFT / RIGHT drainage 11.6
22.11 - 22.25 keep clear reflectorisation 11.7
22.5 - 22.10 high vehicles skid resistance 11.7
22.45 - 22.50 formation of words spacing of bars 11.15
Worded and diagrammatic markings thickness of marking 11.7
22.45 - 22.50 Word formation Yellow box markings 8.39, 12.1 - 12.14, 18.15, 18.23,
19.18, 19.19
4.25 minimum number of marks legal aspects 12.1 - 12.4
4.12 - 4.26 Warning lines level crossings 12.14, 19.18, 19.19
priority traffic site 12.13
20.22, 20.25 - 20.28 taxi bays roundabouts 8.39, 12.3
20.24 - 20.28 shared and part time bays setting out 12.11, 12.12
21.11 road humps suitability of site 12.5 - 12.10
20.33 restricted zone tram crossings 18.15, 18.23
20.3 - 20.6 prohibition of waiting
20.7 - 20.10 prohibition of loading Zebra crossings 15.4 - 15.8, 22.26
Waiting and loading (cont'd)
Zig-zag markings 15.14 - 15.26
INDEX Printed in the United Kingdom for TSO N6203091 C1 07/09 171
159
Chap 5 Cover 23/10/03 9:25 Page 1
Traffic Signs Manual – Chapter 5

Road Markings is the official definitive guidance on the correct use of
the various road markings prescribed in the Traffic Signs Regulations.
2003
www. tso.co.uk

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Chap 5 Cover 23/10/03 9:25 Page 1

Traffic Signs Manual – Chapter 5

Welsh Assembly Government Road Markings

Department for Regional Development (Northern Ireland)

Department for Transport

Department for Transport

Department for Regional Development (Northern Ireland)

Road Markings Welsh Assembly Government

20% post-industrial waste and 25% ECF pulp.

Crown copyright and the title of the publication specified.

Contents of Chapters 1-8

Copyright in the typographical arrangements rests with the Crown.

Sixth impression 2009

CHAPTER 3 Regulatory Signs * To be published

CHAPTER 4 Warning Signs

* To be published Regulatory Signs CHAPTER 3

Copyright in the typographical arrangements rests with the Crown.

ISBN - 978 0 11 552479 0

88 15. PEDESTRIAN CROSSINGS Traffic Signs Manual

86 14. TRAFFIC ISLANDS

80 13. ARROWS AND LANE DESTINATIONS

76 12. YELLOW BOX JUNCTION MARKINGS

73 11. YELLOW BAR MARKINGS

66 10. GRADE SEPARATED JUNCTIONS

62 9. SIGNAL CONTROLLED JUNCTIONS

30 5. DOUBLE WHITE LINES 1. INTRODUCTION 5

13 4. LONGITUDINAL LINES 2. LEGAL 7

7 2. LEGAL 4. LONGITUDINAL LINES 13

5 1. INTRODUCTION 5. DOUBLE WHITE LINES 30

7. MAJOR / MINOR JUNCTIONS 44

9. SIGNAL CONTROLLED JUNCTIONS 62

11. YELLOW BAR MARKINGS 73

12. YELLOW BOX JUNCTION MARKINGS 76

13. ARROWS AND LANE DESTINATIONS 80

14. TRAFFIC ISLANDS 86

Traffic Signs Manual 15. PEDESTRIAN CROSSINGS 88

16. CYCLE MARKINGS 95

17. BUS MARKINGS 102

18. TRAM MARKINGS 108

19. RAILWAY LEVEL CROSSINGS 113

20. WAITING RESTRICTIONS 116

21. TRAFFIC CALMING 125

22. WORDED AND DIAGRAMMATIC MARKINGS 131

23. MATERIALS AND MAINTENANCE 142

APPENDIX A: Northern Ireland variations 146

APPENDIX B: Index of diagrams 148

148 APPENDIX B: Index of diagrams

146 APPENDIX A: Northern Ireland variations

142 23. MATERIALS AND MAINTENANCE

131 22. WORDED AND DIAGRAMMATIC MARKINGS

125 21. TRAFFIC CALMING

116 20. WAITING RESTRICTIONS

113 19. RAILWAY LEVEL CROSSINGS

108 18. TRAM MARKINGS

102 17. BUS MARKINGS

95 16. CYCLE MARKINGS

3 STOP AND GIVE WAY MARKINGS

3 STOP AND GIVE WAY MARKINGS

STOP AND GIVE WAY MARKINGS

Give Way marking alone (i)

but in the following combinations only: appropriate.

(i) Give Way marking alone

(ii) Give Way marking with approach triangle