design of road marking at roundabout

November 1997

DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 6 ROAD GEOMETRY

SECTION 2 JUNCTIONS

PART 3

TA 78/97

DESIGN OF ROAD MARKINGS ATROUNDABOUTS

SUMMARY

This document gives advice for the design of roadmarkings at roundabouts to improve traffic operationand safety.

INSTRUCTIONS FOR USE

This is a new document to be inserted into the Manual.

1. Insert TA78/97 into Volume 6 Section 2.

2. Archive this sheet as appropriate.

Note: A quarterly index with a full set of VolumeContents Pages is available separately from theStationery Office Ltd.

TA 78/97

Design of road markingsat roundabouts

Summary: This document gives advice for the design of road markings atroundabouts to improve traffic operation and safety

THE HIGHWAYS AGENCY

THE SCOTTISH OFFICE DEVELOPMENT DEPARTMENT

THE WELSH OFFICEY SWYDDFA GYMREIG

THE DEPARTMENT OF THE ENVIRONMENT FORNORTHERN IRELAND


Volume 6 Section 2Part 3 TA 78/97

November 1997

REGISTRATION OF AMENDMENTS

Amend Page No Signature & Date of Amend Page No Signature & Date of No incorporation of No incorporation of

amendments amendments

Registration of Amendments

VOLUME 6 ROAD GEOMETRY

SECTION 2 JUNCTIONS

PART 3

TA 78/97

DESIGN OF ROAD MARKINGS ATROUNDABOUTS

Contents

Chapter

1. Introduction

2. General principles

3. Road marking options

4. Design principles

5. References

6. Enquiries


November 1997


Chapter 1Introduction

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1. INTRODUCTION

General

1.1 Departmental Standard TD 16/93 (DMRB 6.2.3sets out the Overseeing Organisations’ design standarand methodology for the geometric design ofroundabouts.

1.2 A well designed roundabout to TD 16/93, withreasonably balanced traffic movements, will operateeffectively without additional markings on theapproaches or the circulatory carriageway. On “inservice” roundabouts where existing traffic flow patternhave changed since design, the use of road markings improve throughput at high traffic levels, help cater forparticularly high turning movements, assist with smootflow at roundabouts with irregular geometry, and canimprove safety.

1.3 A recent study by the Highways Agency hasshown that increases of between 6% and 18% inthroughput can be achieved on critical arms during peperiods, together with a reduction in conflict betweenvehicles on the approach to, and the passage throughjunction.

Scope

1.4 This Advice Note provides guidance on the useand design of road markings on the approaches to, anthe circulatory carriageway of roundabouts, to enhanctraffic operation and safety. It is intended to be read asan addendum to TD 16/93. The advice is primarily forinservice roundabouts, but may also be applicable tonew roundabouts in constrained locations if theapplication of markings is beneficial to operation.

1.5 The Advice Note sets out the general principlesfor determining whether to use road markings atroundabouts. Advice is also given on road markingoptions and the design principles to be followed whenpreparing markings layouts.

1.6 This document does not cover the provision ofcycle lanes at roundabouts. Advice on these can befound in Local Transport Notes.

1.7 Any road marking scheme developed by applyinthe principles offered within this document should onlyuse prescribed road markings. Their use must be in thmanner and in accordance with the provisions of theTraffic Signs Regulations and General Directions.

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Implementation

1.8 This Advice Note should be used forthwith on alschemes for the management, improvement andmaintenance of trunk roads, currently being preparedprovided that, in the opinion of the OverseeingOrganisation, this would not result in significantadditional expense or delay progress. DesignOrganisations should confirm its application toparticular schemes with the Overseeing Organisation.

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Chapter 2General principles

2. GENERAL PRINCIPLES

2.1 Road markings may be used to channelise traffand, where required, indicate a particular lane use onservice roundabouts. The use of road markings mayprove to be beneficial operationally by increasing theutilisation of the available road space.

2.2 There are two main areas in the operation of inservice roundabouts that may lead a DesignOrganisation to consider the use of road markings.These areas are safety and throughput.

2.3 In designing a set of road markings to addressoperational difficulties of either safety or throughput,Design Organisations should be aware that both factoare interlinked, and that concentrating a design on onefactor may have an effect on the other. The design,therefore, must be sensitive to the way in which theroundabout is used by all road users.

Safety

2.4 The use of road markings may be beneficial inreducing three types of accident at roundabouts:-

a) side-to-side collisions on the circulatorycarriageway,

b) drivers being forced onto the central island; andc) collisions between entering and circulating

vehicles.

2.5 In each case, markings can assist in guidingdrivers on the approach and around the circulatorycarriageway. This in turn reduces weaving on thecirculatory carriageway and can reduce the uncertaintexperienced by a driver at the give way line as to thepath and destination of circulating vehicles, particularlat larger roundabouts.

Throughput

2.6 Some improvements in throughput can accrue acongested roundabouts with road markings since gapacceptance is slightly improved.

2.7 Approach and entry markings can enhancethroughput if there is an underuse of one or more entrlanes, since drivers may be encouraged to make full uof all of the entry lanes.

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Specific Examples

2.8 The following paragraphs contain specificexamples of design or operational difficulties which magive rise to safety and/or throughput concerns, andwhich may be alleviated by the use of road markings.

Irregular Geometry

2.9 If the geometry of the roundabout is irregular, itwill be more difficult for drivers to use it efficiently anddriver behaviour will be more difficult to anticipate. Thiscan be a particular problem at roundabouts whereentries and/or exits are very close, where deflectionprovided by the splitter islands is not tangential to thecentral island, where there is no easily identifiablestraight ahead movement, or where the major flow isrequired to turn, such as at the end of town by-passesThese features can lead to increased conflicts betweenadjacent vehicles or imbalanced queues and underuseentries, and are particularly noticeable where there is high proportion of drivers unfamiliar with the area, sucas on holiday routes.

2.10 Many of the problems at such junctions arecaused by driver uncertainty. Approach markings andcirculatory division lines and markings can reduce thisuncertainty and provide drivers with positive guidancethrough the roundabout. Markings can assist inmaximising the efficient use of the available road spacand reducing the likelihood of vehicular conflicts.

Uneven Approach Queuing

2.11 Uneven approach queuing on one or more armsparticularly noticeable where there is a very dominantmovement in either the straight ahead or right turndirections. Drivers’ natural behaviour and directionsigning often lead drivers to align themselves in eitherthe nearside/centre entry lane, or offside entry lanerespectively. This occurs regardless of the absence ofqueues in other lanes. Dumbbell roundabouts canexperience such operational difficulties.

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2.12 In these circumstances, provided there is an exitwith at least two lanes to cater for the dominantmovement, more than one entry lane should be used anddrivers encouraged to circulate two or more abreast. Theuse of road markings on the approaches as well as thoseon the circulatory carriageway will ensure that queuesare more evenly balanced between approach lanes. Thiscan increase the opportunity for vehicles making thedominant movement to find gaps and enter theroundabout.

Wide Circulatory Carriageways

2.13 Drivers may become confused at roundaboutswhere the circulatory carriageway is wide and there isno guidance on the path they should take. In many casesdrivers will take the most direct path through thejunction, which may bring them into conflict with otherdrivers on the roundabout. Markings can reduceconfusion on wide circulatory carriageways, and providedrivers with well defined paths through the junction.

2.14 On very large roundabouts, particularly gradeseparated, drivers may take a path in the middle of thecirculatory carriageway. In these cases, the use of roadmarkings will achieve a more efficient use of thecirculatory width available.

Application of Principles

2.15 A flow chart summarising these general principlesis given at Fig 2/1. The chart shows the series ofconcerns or operational difficulties that may lead aDesign Organisation to consider using road markings ata particular roundabout. It is not recommended thatDesign Organisations consider the use of road markingsfor new roundabouts, save for those with widecirculatory carriageways.

2.16 Some roundabouts may be subject to operationaldifficulties that cannot be alleviated by the use of roadmarkings alone. In such circumstances, considerationshould be given to geometric changes, see TD 16/93(DMRB 6.2.3), or even a review of the type of junctionprovided, see TA 23/81 (DMRB 6.2).

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Are there operational problems at the roundabout?

Are these problems mainly concerned withthroughput and/or safety?

If throughput problems are observed, are these a resultof geometric constraints?

Are the problems characterised by one or more ofthe following:

Turning proportions that are heavilybiased in particular directions?

Large queues on one or more of the approaches whichare not balanced evenly between approache lanes?

The roundabout has a wide circulatorycarriageway which can confuse drivers?

Drivers experience other problems thatcannot be eased by road markings?

Consider the use of roadmarkings for the roundabout

Consider redesigning the geometry of the roundabout- refer to TD 16/93, or use of another junction form- refer to TA 23/81 (due to be replaced by TD 44)

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Flow Chart Illustrating General Principles (para 2.15)Figure 2/1


3. ROAD MARKING OPTIONS

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Chapter 3Road marking options

3.1 The term road markings is used in this documeprincipally to mean lane division line markings, butother markings such as lane indication arrows, routenumbers and destinations may also be used tosupplement lane markings. Markings can be applied othe approaches to roundabouts, at the entries and exand on the circulatory carriageway.

3.2 Since each roundabout is different in its geomeand operational characteristics, there is no standardlayout for roundabout markings. Each site has to beconsidered on its merits. There are four basicconfigurations of road markings that can be used on tcirculatory carriageway at roundabouts.

3.3 Concentric. Concentric markings trace a complpath around the circulatory carriageway, dividing it intthe number of circulating lanes that the carriagewaywidth will allow (Fig 3/1).

3.4 Partial Concentric. Partial concentric markingsvary from concentric in that their continuity around thecirculatory carriageway is broken, usually adjacent tothe entries and/or exits of the roundabout (Fig 3/2).

3.5 Concentric-Spiral. This type of marking is ahybrid. The purpose is to direct off the outermostcirculating lane or lanes, where the exit width allows, running the circulatory marking smoothly into theexisting road markings on the exit concerned (Fig 3/3

3.6 Spiral. A spiral marking system involves a serieof lane gains and lane drops around the circulatorycarriageway so that drivers enter in the lane approprifor their desired exit, and follow the lane around theroundabout to be led off at that exit (Fig 3/4). The widof a particular exit will determine how many circulatinglanes lead off the roundabout.

3.7 The spiral markings may be developed from thecentral island by means of line markings, or by hatchmarkings until a full lane width is available. Linemarkings are appropriate on normal roundabouts, buwhere the inscribed circle and central island are smaland/or the number of arms is high, the first two or thremarkings leading to the full lane width may be omittedHatch markings are appropriate on larger diameternormal roundabouts or grade separated roundaboutswhere the number of circulating lanes is to be varied taid general operation.

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3.8 The markings may also be broken adjacent to theroundabout entries so that drivers entering theroundabout are not required to cross the markings.

3.9 This is not intended to be an exhaustive list of thetypes of markings available. Other configurations maybe developed using a combination of the main elementsof those described above. The choice of which type touse, and any variations, will depend upon the identifiedoperational difficulties at each location.

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Concentric Markings (para 3.3)Figure 3/1

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Partial Concentric Markings (para 3.4)Figure 3/2


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Concentric-Spiral Markings (para 3.5)

Figure 3/3

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Spiral Markings (paras 3.6, 3.7)

Figure 3/4

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a Lane developed fromcentral island

b Lane developed fromcentral island withhatch markings

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d Driver in middle laneafforded a choice of exit


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Chapter 4Design principles

4. DESIGN PRINCIPLES

General

4.1 The design principles for the geometry ofroundabouts are set out in TD 16/93 (DMRB 6.2.3).This chapter outlines the main features of the design road markings at roundabouts which a DesignOrganisation should consider. Many of the features adealt with separately, but Design Organisations shoubear in mind that the features are closely related andthe design of road markings at roundabouts is aniterative process, as illustrated by the flow chart in Fi4/1.

Basic Data

4.2 The design of road markings, although closelyrelated to one of the four basic configurations, is sitespecific. Therefore, it is important for DesignOrganisations to have a sound understanding of theoperation of the roundabout from the outset of the laydesign process. In assembling the basic data from whto work, Design Organisations should consider thefollowing:

a) Visual observations of the operation of theroundabout under the various traffic conditions.Such observations can provide DesignOrganisations with an indication of driverbehaviour, vehicle types and turning proportionthe use of approach and entry lanes, gapacceptance at entries, the use of the circulatorycarriageway and any conflict areas. From theobservations it will be possible to determine anytraffic data collection requirements. High mountvideo cameras have been found to be particulauseful in providing a permanent record of junctioperational characteristics as well as a record traffic data.

b) Vehicle turning counts classified by vehicle typefor a suitable length of time to give a clearrepresentation of the roundabout operation durthe periods of heaviest traffic demands. Theperiods over which counts are required will bedetermined from the visual observations. Aminimum count duration of two hours will berequired to determine the traffic profile before,during and after each “peak” situation. Undercongested conditions the upstream demand flowshould also be determined.

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c) Queue length surveys. If congestion at some timeduring the day is evident, then DesignOrganisations should obtain queue lengthobservations for the congested period to determinboth the length and distribution across entry andapproach lanes.

d) Accident data indicating the type, frequency andlocation of accidents over at least the precedingthree years.

Application of Markings

4.3 One of the most effective means of increasing thethroughput at a roundabout is to ensure the efficient usof the entries. Entry use can be influenced by theapproaches to the roundabout and the use of thecirculatory carriageway after entering.

Entries

4.4 The design of entry markings should beundertaken with the aim of leading traffic onto thecirculatory carriageway in as smooth and efficientmeans possible. Drivers should not be expected toundertake unduly sharp or unnatural manoeuvres onentering the junction, as this may lead to some driversdisregarding the markings and increasing vehicularconflict.

4.5 If lane direction markings have been, or are to beused on the approaches of a particular arm, then thedirection markings within the entry lanes should be anextension of those markings in a logical and consistentmanner, using the same designation system as thoseupstream (Figs 4/2a and 4/2b). If no approach markinghave been employed, then the entry markings should bdesigned to give an even balance of any queuing trafficover the entry lanes whilst affording a smooth path ontothe roundabout. Arrow markings and route destinationscan be particularly beneficial for larger, more complexroundabouts, especially those that have more than fouentry/exit arms.

Approaches

4.6 Road markings on the approaches to roundaboucan further complement entry markings. Approach lanemarkings should be laid a distance back from the “GiveWay” line sufficient for them not to be obscured byqueuing vehicles, and in a manner which best balancesthe traffic between approach lanes.

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Flow Chart Illustrating Design Principles (para 4.1)Figure 4/1

Assess most suitable type(s) of markings, based on the observed problems andto maximise the use of the carriageway space available

Assemble basic data

Design to achieve the best balance of queuing traffic over the roundabout entry

Design any markings at entry to afford smooth path onto roundabout

Design circulatory markings to guide drivers around the junction

Design any markings at exit to afford a smooth path off the roundabout

Assess the requirements of other road users and amend the design of the markings if necessary

Design signs to complement road markings and to be easily understood by drivers

Aremarkings to be laid on the

approaches?

Arelane dedication arrows/destinations to be used?

Aretraffic signs of some

form to be used on theapproaches

Doesthe final design meet the‘driveability’objective?

Undertake further observations of the operation of the roundabout after markings have been laid

Design markings to complement lane markings and to be easily understood by drivers

Thirditeration -reconsiderwhether roadmarkings area suitablesolution

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4.7 If the geometry of the roundabout lends itself tthe safe identification of the exits, then lane directionarrows may be used and / or the use of route numbor destinations.

4.8 Approach and entry markings may be used wor without markings on the circulatory carriageway.

Circulatory Carriageway

4.9 The circulatory carriageway line markings shobe designed to create smooth paths around the juncfor all movements, avoiding any sharp turns, whilstmaximising the use of the circulatory carriageway wwherever possible. The markings should provide asmooth link between any entry and exit markings toguide drivers safely around the junction.

4.10 Design Organisations should make an initialassessment of the most suitable type of marking toaddress the identified main problems. There are somelementary guidelines which assist in this choice.

4.11 Concentric markings are useful to encouragedrivers to enter and circulate in two or more adjacenlanes. This increases the potential throughput inlocations where this does not ordinarily occur.

4.12 Concentric markings which divide thecarriageway into more than two lanes have limited uon wide circulatory carriageways since they have befound to encourage the “tramline” effect. In this casedriver may remain in a particular lane until reaching desired exit, and then deviate across other circulatinmovements in order to leave the roundabout. Thisbehaviour can increase the potential for side-to-sidevehicular conflict on the circulatory carriageway.

4.13 Partial concentric markings can assist on widecirculatory carriageways by presenting drivers withclearly defined lanes within which to pass around thejunction, and reduce the likelihood of drivers in theoffside entry lane being forced towards the centralisland. The breaks in markings continuity allow vehicto change lanes in advance of exits.

4.14 At very large roundabouts, Design Organisatishould take care to ensure that continuity betweensuccessive partial concentric markings and the numof circulating lanes is maintained in order to minimisdriver confusion.

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4.15 Concentric-spiral markings are useful in reducingconflicts between vehicles at the exits, where more thanone exit lane is provided. This type of marking can beused with any number of circulating lanes.

4.16 Spiral markings are more appropriate on largeroundabouts where they can be used to guide driversaround the roundabout to their desired exit, whilstmaximising the use of the circulating space and reducinpotential conflict between adjacent vehicles. Themarkings can also cater for heavily biased turningproportions, since the circulatory width may be dividedaccording to traffic demand.

4.17 Their use should only be considered where thecirculatory carriageway has sufficient width to cater fortwo or more lanes of traffic. Where the size and shape othe roundabout is such that sharp manoeuvres would brequired between successive entries and exits whenfollowing the lanes, spiral markings may not beappropriate.

4.18 U-turning vehicles are required to change laneswith spiral markings. Where there is a significantproportion of U-turning vehicles, hatching at thecommencement of the spiral markings may be omitted.

4.19 The circulatory markings should be positioned sothat the circulating lanes are visible from each entry tooffer drivers a clearly defined position on the circulatorycarriageway to which to direct their vehicle, therebyreducing potential conflict. Lane markings placed acrossor opposite entries are liable to become worn in a shorttime due to the traffic crossing them. In suchcircumstances, consideration may be given to markingsless susceptible to wear (Fig 4/3).

4.20 Lane direction arrows may be used on thecirculatory carriageway, to be visible to both enteringand circulating drivers, although the driver’s perceptionof what is represented by “left”, “straight ahead” and“right” arrows is less clear when circulating. For thisreason, “straight ahead” and “right” arrows may be usedto denote lanes that continue to circulate (Fig 4/4). Lanedirection arrows denoting a left turn immediately prior toan exit may prove beneficial to signify that a lane droparound the circulatory carriageway is approaching.

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Use of Different Lane Line Types within aSpiral Markings System (para 4.19)

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Example of Approach Markings (para 4.5)Figure 4/2a

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Example of Entry Markings (para 4.5)Figure 4/2b

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Use of Carriage Markings on Circulatory Carriageway (paras 4.20, 4.23)Figure 4/4


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4.21 The use of route numbers and/or destinationsalso assist drivers’ understanding, although DesignOrganisations should take care not to clutter thecirculatory carriageway or make the markings undulconfusing, as may happen where destinations are sechange between circulatory lanes.

Exits

4.22 Any exit markings associated with the concenspiral, or spiral type of markings should be designedas to afford a smooth exit from the circulatorycarriageway. In those instances where traffic is requto merge after exiting, sufficient distance should beprovided from the exit to allow the merging manoeuvto take place in a safe and efficient manner.

4.23 The use of lane direction arrows, route numbeand destinations at exits is not normally recommendsince these markings may confuse drivers and cluttecirculatory carriageway. Such markings can be useflarger roundabouts where a driver in a circulatory lapresented with the choice of either exiting theroundabout, or continuing to circulate (Fig 4/4).

Other Road Users

4.24 Design Organisations should ensure that therequirements of other road users are not adverselyaffected by the proposed markings. This is particulaapplicable if any at-grade crossings for cyclists orpedestrians are located close to the junction on any the arms.

4.25 If significant numbers of other road users arepresent at the junction, and there is no specific provfor them, then consideration should be given toproviding other forms of control by reference to TD 393 (DMRB 6.3.1); TA 57/87 (DMRB 6.3); TD 28/87,TA 52/87 (DMRB 8.5) and Local Transport Notes.

Traffic Signs and Road Markings

4.26 Lane destination signs using direction arrows,route numbers or destinations can be particularlyeffective as a supplement to markings on the approato a roundabout. Where traffic signs are used, lane route identification on the signs should be consistentwith the lane markings.

4.27 Details of traffic signs are given in the TrafficSigns Regulations and General Directions.

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Compatibility of Design Elements

4.28 The junction design should be checked to ensurthat the layout suits the traffic pattern under varioustraffic conditions which may differ by time of day, withthe principal movements being afforded the easiestpaths. Markings which do not follow natural vehicularpaths tend to confuse drivers and may not achieve theexpected improvements.

4.29 Design Organisations should aim to achieve thebest balance between the design components in orderthat, overall, the junction works safely and efficiently.This is what is termed the “driveability” objective indesign.

4.30 If the driveability objective is not satisfied thenDesign Organisations should first consider redesigningsome of the component elements, and second, areassessment of the type of markings used. If problemare still experienced in producing a satisfactory designthen Design Organisations may have to reconsiderwhether road markings are a suitable solution for the concerned.

4.31 A short assessment of route consistency shouldalso be undertaken if a series of adjacent roundaboutunder consideration. Although each design is sitespecific, which may lead to differing solutions, driversmay be confused if successive roundabouts along a ssection of a route are marked differently, since each wrequire a different driving technique. Such situationsmay also lead to a change in the type of markings choat one or more of the roundabouts in the series.

Refinement of Markings

4.32 The initial layout of a set of road markings willhave been designed following a series of operationalobservations at the roundabout without markings.

4.33 It is important to realise that a change in theoperational layout of the junction may also change thedriver behaviour at the modified junction. Therefore,Design Organisations should undertake furtherobservations of driver behaviour, throughput, accidentand roundabout operation once the initial markings habeen laid.

4.34 This process serves two purposes. First, it allowan estimate to be made of the effectiveness of the chodesign in mitigating the initial operational difficulties.

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4.35 Second, it will allow Design Organisations toassess whether any change in driver behaviour requirerefinement to the original marking layout. Anyamendments considered appropriate should then beundertaken and subsequently reviewed. Such aconsideration emphasises the iterative nature of thedesign of road markings at roundabouts. Roundaboutmarkings may need to be refined several times inresponse to changes in traffic patterns and driverbehaviour to achieve the optimum arrangement.

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Chapter 5References

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5. REFERENCES

1. Design Manual for Roads and Bridges (DMRB) : Stationary Office Ltd

Volume 6 Road Geometry, Section 2 Junctions, Part 3, TD 16/93 (DMRB 6.2.3) Geometric Design ofRoundabouts.

Volume 6 Road Geometry, Section 2 Junctions, TA 23/81 (DMRB 6.2) Determination of the Size ofRoundabouts and Major/Minor Junctions. (Due to be replaced by TD 44).

Volume 6 Road Geometry, Section 3 Highway Features, Part 1, TD 36/93 (DMRB 6.3.1) Subways forPedestrians and Pedal Cyclists. Layout and Dimensions.

Volume 6 Road Geometry, Section 3 Highway Features, TA 57/87 (DMRB 6.3) Roadside Features.

Design Manual for Roads and Bridges, Volume 8 Traffic Signs and Lighting, Section 5 Pedestrian Crossings,TD 28/87 (DMRB 8.5) Pedestrian Crossings: Pelican and Zebra Crossings.

Volume 8 Traffic Signs and Lighting, Section 5 Pedestrian Crossings, TA 52/87 (DMRB 8.5) DesignConsiderations for Pelican and Zebra Crossings.

2. Traffic Signs Regulations : Stationery Office Ltd

SI 1994 No 1519 - The Traffic Signs Regulations and General Directions 1994, HMSO.

3. Local Transport Notes : Stationery Office Ltd

Local Transport Note 1/86 Cyclists at Road Junctions and Crossings.

Local Transport Note 2/86 Shared Use by Cyclists and Pedestrians.


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6. ENQUIRIES

All technical enquiries or comments on this Advice Note should be sent in writing as appropriate to:

Head of Roads Engineering and Environmental DivisionThe Highways AgencyCivil Engineering and Environmental Policy DivisionSt Christopher House N S ORGANSouthwark Street Head of Roads Engineering andLondon SE1 0TE Environmental Division

The Deputy Chief EngineerThe Scottish Office Development DepartmentNational Roads DirectorateVictoria Quay J HOWISONEdinburgh EH6 6QQ Deputy Chief Engineer

Head of Roads Engineering (Construction) DivisionWelsh OfficeY Swyddfa GymreigGovernment BuildingsTy Glas Road B HAWKERLlanishen Head of Roads EngineeringCardiff CF4 5PL (Construction) Division

Superintending Engineer WorksDepartment of the Environment forNorthern IrelandRoads ServiceClarence Court10-18 Adelaide Street D O’HAGANBelfast BT2 8GB Superintending Engineering Works

Chapter 6Enquiries

design of road marking at roundabout

Documents