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Roads BranchPublic Works Department Malaysia

Jalan Sultan Salahuddin50582 Kuala Lumpur

Arahan Teknik (Jalan) 2D/85

5.0mm

7.0mm

Manual on Traffic Control Devices:

Road Marking and Dileanation


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Manual On Traffic Control Devices,Road Marking & Delineation

Cawangan Jalan, Ibu Pejabat JKR, K.L

PREFACE

The purpose of this manual is to establish uniformity in design and application of all traffic signs

and control devices in Malaysia for the benefit of road users, road and traffic authorities, and man-

ufacturers of traffic signs.This manual supersedes and forms part of the revised version of JKR/J(Rb) 0001,180, Manual On

Traffic Devices - Traffic Signs. The manual is now divided into the following parts:

1. Arahan Teknik (Jalan) 2A/85 - Standard Traffic Signs. Standard traffic signs drawings for

Regulatory, Warning and Guide signs are illustrated complete with dimensions. A colour chart

for all the traffic signs indicates acceptable colours for each sign.

2. Arahan Teknik (Jalan) 2B/85 - Traffic Sign Applications.

It consists of, with the exception of Temporary signs, design criteria and location requirements

for all traffic signs.

3. Arahan Teknik (Jalan) 2C/85 - Temporary Signs and Work Zones Control.

It consists of standard temporary signs drawings and their application in the work zones.

4. Arahan Teknik (Jalan) 2D/85 - Road Marking and Delineation. Standard road line paints, road

markings and delineators are identified together with guides on their applications.

The specifications in this manual are recommended to be used for new signs and for all replace-

ments of existing signs which have outlived their usefulness.

FOR INTERNAL USE ONLY


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MANUAL ON TRAFFIC CONTROL DEVICES

ROAD MARKING AND DELINEATION

Contents Pg. No.

1.0 General Principles 1

2.0 Materials 2

3.0 Colours 2

4.0 Types Of Markings 3

4.1 Longitudinal Lines 3 - 9

4.2 Transverse Lines 9 - 10

4.3 Other Markings 10 - 13

5.0 Post Mounted Delineators 13 - 16

llustrations ( Fig. 1 - Fig. 29)



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1.0 General Principles

1.1 Road markings and delineations are used

to regulate traffic or to warn or guide road

users. They may be used either alone or to sup-

plement other traffic control devices.

1.2 All road markings and delineation, like

other traffic control devices should be uniform

in design, position and application so that they

may be recognised and understood immediate-

ly by all road users.

1.3 Markings and delineators no longer appli-

cable which may create confusion in the mind

of the motorist shall be removed or obliterated

as soon as practicable. Other markings and

delineations required by road conditions or

restrictions should be remove or obliterated

when those conditions cease to exist or the

restrictions are withdrawn.

1.4 Markings which must be visible at night

shall be reflectorised unless ambient allumina-

tion assures adequate visibility. All markings on

highways shall be reflectorised. Even on well

lighted town and streets it is generally desirable

markings which must be visible at night be

reflectorised.

1.5 In addition to reflectorised lines the use of

road studs may be considered for roads with

poor alignment or at dangerous situations, for

eg. at important junctions and intersections.

1.5 Pavement markings have definite limita-

tions. They may not be clearly visible when

wet, and may not be very durable when sub-

jected to heavy traffic. Therefore they require

frequent maintenance. Their effect on skid

resistance requires care in the choice of materi-

als to be used. Finally they cannot be applied

to unsealed roads.

2.0 Materials

Road pavements may be marked by one or

more of the following materials:

a) Paint

b) Thermoplastics

c) Preformed tapes

2.1 Paint (reflectorised and non-

reflectorised)

Only road line paints conforming to M.S. 164:

1973, tested and approved by SIRIM shall be

used. Paint is best used in situations and on

roads where the markings are not subjected to

heavy traffic wear.

2.2 Thermoplastics (reflectorised

and non-reflectorised)

Thermoplastics used shall be of the hot-applied

thermoplastics material conforming to B.S

3262 or the equivalence. This material is

applied hot and sets on laying. It has good

durability and is recommended to be used in

heavily travelled urban areas and in main high-

ways with high traffic densities. All road centre

lines shall be in thermoplastics.

2.3 Preformed tape

Markings in this material take the form of plas-

tic sheet attached to the carriageway surface by

means of an adhesive. The markings must bepatterned or embossed in order secure satisfac-

tory resistance to skidding. It can be used as

temporary markings because it can be removed

easily even after an extended time period.

3.0 Colours

All pavement markings shall be white in

colour. Yellow paint may be used at:

a) Yellow boxes in the urban areas.


Manual On Traffic Control Devices, Road

Marking & Delineation


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b) kerb markings showing parking prohibi-

tions covered by signs or ordinance.

c) parking bays for taxis, buses and pedes-

trian crossings.

d) Yellow bars at approaches to round

abouts and crosswalks.

The standard colour for yellow markings shall

be colour No.356 B.S. 381 C.

4.0 Types of Markings

Pavement markings are divided into the follow-

ing types:

i) Longitudinal lines

ii) Transverse lines

iii) Other markings

4.1 Longitudinal Lines

4.1.1 General

A longitudinal line shall consists of either an

unbroken or a broken line or a combination of

both marked in the direction of travel.

A broken line is used to separate moving vehi-

cles where there is unrestricted visibility and

may be crossed at the discretion of drivers.

A single unbroken line is used where the cross-

ing of the line is to be discouraged or is legally

prohibited, e.g. edge and lane lines. Double

unbroken lines or combinations of unbroken

and broken lines are used where crossing of the

lines is legally prohibited unless in the latter

case where the broken line of the combination

as viewed by a driver is to the left of the unbro-

ken line.

The dimensions of longitudinal lines are shownin Fig. 1. The thickness of the longitudinal lines

should be 3 mm to 5 mm when applied by

SC.reeding and 1.0 mm to 1.5 mm when

sprayed.

4.1.2 Centre Line

A centre line is used to designate the centre of

the travelled part of a roadway carrying traffic

in both directions.

It need not be at the geometrical centre of the

pavement as in the case of a pavement- width

transition where an extra uphill traffic lane is

provided.

4.1.2.1 Centre Lines on Rural Roads

The centre line on a 2-lane rural road shall be a

broken white line, 100mm wide. The broken

line shall consists of strokes of equal length

separated by uniform gaps. The speed of vehi-

cles on the section of road or in the area in

question should be taken into account in deter-

mining the length of the strokes and of the gaps

between them.

The standard ratio of gap to stroke of 5 to 3

shall be used. On rural roads use a gap of 7.5m

with a 4.5m stroke. However, on mountainous

terrain or with short radius curves, use a 4.5m

gap with 2.7m stroke.

On 4-lane undivided rural roads, the centre line

shall consists of two unbroken white lines, each

100 mm wide and separated by a space of

125 mm.

Centre lines shall be provided on all paved 2-lane roadways (including bridges), 5.5m or

more in width if traffic volume is in excess of

300 vehicles (A.A.D.T.) a day. On single lane

bridges centre lines shall be discontinued 30m

from each abutment.

4.1.2.2 Centre Lines on Urban Streets

The centre line on a 2-way urban street having

2 lanes shall be a broken white line, and

100mm wide. For the more busy city streets acontinuous white line, 100mm wide, may be

used where it is desirable to discourage cross-

ing of the line.

The centre lines on a undivided 2-way street

with 4 or more lanes shall be a continuous

double white lines, each 100mm wide and sep-

arated by a space of 125 mm. In urban areas,

the length and spacing of the strokesshould be

less than those used for rural areas. The strokes



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may be reduced to lm with 1.7m gaps. On cer-

tain main urban arteries where traffic moves

fast, however, the characteristics of centre line

markings may be the same as for rural areas.

4.1.2.3 Lane lines

Lane lines are useful in organising traffic into

its proper channels,thereby increasing the effi-

ciency of the use of the roadway. They should

therefore be used:

(i) on all rural highways with 4 or more lanes,

in addition to the centre lines.

(ii) at approaches to important intersections

and crosswalks and in dangerous locations,

both on rural highways and city streets.

(iii) on one-way streets where maximum effi-

ciency in the utilization of the roadway is

desired.

4.1.2.4 Lane Lines on Rural Roads

They shall be broken white lines, 100mm wide

with 4.5m strokes and 7.5m gap. An unbroken

line may be used to accentuate the lane mark-

ing in critical areas and more clearly define the

traffic lanes where it is advisable to discourage

lane changing, in locations such as interchangeareas where unnecessary lane changing is detri-

mental to smooth traffic flow.

4.1.2.5 Lane Lines on Urban Street

On city streets lane lines shall also be broken

lines but a gap/stroke length of 1.7m and lm is

recommended. The unbroken line may also be

used to discourage lane changing especially at

interchange areas. Fig.2 shows general pave-

ment markings in urban street.

4.1.3 No passing zones marking

No-passing zones shall be established at verti-

cal and horizontal curves and elsewhere on 2-

lane (or 3-lane) highways, where passing must

be prohibited because of dangerously restricted

sight distance or other hazardous conditions.

See Fig. 3.

No-passing zones shall be marked by a double

continuous white line or a combination of con-

tinuous and broken lines as described in clause

4.1.1 Nopassing zone markings on road pave-

ments shall be not less than 120m in length. If

the actual no-passing distance is less than120m, the additional length of marking shall be

added at the beginning of the zone, unless the

length of road with sight distance below the

minimum required is less than 30m in length

then no barrier lines are necessary.Where

sucessive nopassing zones are less than 120m

apart, the no-passing markings shall be extend-

ed to the two zones.

The no-passing barrier lines should also be

used on two-way roadways at pavement width

transitions and on approaches to obstructions. It

may also be used on approaches to intersec-

tions.

4.1.3.1 Warrants for No-passing

Zones at Curve

A no-passing zone at a horizontal or vertical

curve is warranted where the sight distance as

defined below is less than the minimum neces-

sary for safe passing at the prevailing speed of

traffic. Sight distance on a vertical curve is thedistance at which an object 1.2m above the

pavement surface can just be seen from another

point 1.2m above the pavement. Similarly the

sight distance on a horizontal curve is taken as

the distance measured along the centre line

between two points 1.2m above the pavement

on a line tangent to the embankment or other

obstruction that cuts the view on the inside of

the curve.



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A curve shall warrant a no-passing zone

and shall be so marked where the sight distance

is equal to or less than that listed below for the

prevailing 85 persentile speed:

*85percentible speed is the speed below which

85% of the traffic travel, and above which 15%

travel.

The biginning of no-passing zone is that point

at which the sight distance first become less

than that point at which the sight distance

again becomes greater than the minimum spec-

ified.

Figures 4 and 5 shows the methods of estab-

lishing no overtaking zones on vertical curve.

4.1.4 Warning arrowsThese warning arrows should only be appli-

cable on rural roads. Drivers must be given

warning of their approach to any arrangement

of double lines by three arrows on the carriage-

way directing them towards the left hand side

of the road.Approach warning arrows are usually

positioned in the centre of the carriageway. The

dimensions and spacings of the arrows is as

shown in Fig. 6.

4.1.5 Climbing LanesClimbing lanes are provided at steep grades

on roads carrying high traffic volumes contain-

ing a significant proportion of heavy vehicles.

The typical treatment of signs and pavement

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

tem is as shown in Fig.8.

4.1.6 Pavement Edge LinesPavement edge lines should be 150 mm

wide. Edge lines are used wherever it is desir-able to discourage travel on road shoulders and

to make driving safe and more comfortable,

particularly at night, by providing a continuous

guide for drivers. They also act as a guide past

object which are close enough to the edge of

the road pavement to constitute a hazard. The

edge line of pavement with no marginal strip

should be at least 150 mm from pavement

edge.

On divided roads where the median is not suffi-

ciently delineated, pavement edge lines may be

provided on the right hand edge of each pave-

ment.

Application of edge lines is as shown in Fig. 9

4.1.7 Continuity LinesA continuity line 200mm wide with lm

strokes and lm gaps may be used to indicate

the edge of that portion of a carriageway

assigned to through traffic, and where it is

intended that the line be crossed by traffic turn-ing at an intersection, or entering or leaving an

auxiliary lane at its start or finish. Examples of

continuity lines used at ramp exits and

entrances are shown in Fig.10.

4.1.8 Pavement-Width Transitions

A transition line should be provided to guide

or deflect vehicles laterally at points which:

(i) The width of the carriageway changes

a greater or lesser number of lanes.

(ii) Traffic has to negotiate median, trafficislands, safety zones, or obstructions

on the roadway.

Pavement-width transition lines shall be

200mm wide. Transition lines may be single

broken, single unbroken, or double lines in

accordance with the situation. They shall be of

standard design as for centre lines, lane lines or

barrier lines. The required length of the

transition line shall be determined by the


85 persentiblespeed (km.p.h)

Min sightdistance (m)

40

50

60

70

80

90

100110

150

150

180

210

250

310

340370


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following formula:

(i) L = 0.15V x W to 0.30V x W

for deverging or minor changes.

(ii) L = 0.45V x W to 0.6V x W

for merging areas. Use the highervalue when traffic volume are high.

where L = Length of transition (m)

V = 85 percentilespeed(km.p.h.)

W = Lateral off$et (m)

provided that the length of line shall be

not less than 60m in rural areas and 30m

in urban areas.

4.1.9 Turn Line

Turn line may be used within major or com-

plex intersection to indicate the proper course

to be followed by turning vehicles.

They shall be broken lines 100mm wide with a

stroke of 600am and a gap of 600mm.

4.2 Transverse Lines

4.2.1 GeneralTransvere lines are marked across the road and

are generally associated with intersection or

junction controls, or traffic signals.

Transvere lines should be wider than longitudi-

nal lines because of the narrowing which

results from the low angle at which they are

viewed.

They shall be of non-skid materials and shall

protrude 5 mm above the level of the carriage-

way.

4.2.2 Stop LinesThis shall be unbroken line 300mm wide.

They shall extend across the traffic lanes

approaching traffic signals or at STOP sign. It

indicates the point behind which vehicles muststop when required. At STOP signs where visi-

bility is restricted, the driver's line of sight, the

need for a pedestrian crossing and the clearance

from traffic in the intersecting roadway should

be considered when positioning the STOP line.

STOP lines shall generally be either parallel to

the line of the intersecting roadway, or at right

angles to vehicles approaching the line. They

shall ordinarily be placed 1.2m in advance of

and parallel to the nearest crosswalk line. In the

absence of a marked crosswalk, the stop line

should be placed not more than 10m nor less

than 1.2m for the nearest edge of intersecting

roadway.

Refer to Figures 11 and 12.

If a stop line is used in conjunction with a Stop

Sign, it should normally be placed in line with

the stop line. However, if a Stop Sign cannot be

located exactly where vehicles are expected to

stop, the Stop Sign line should be placed at the

Stopping point.

4.2.3 Holding Lines or Give Way

LinesThese lines are marked across the mouth of an

intersection when vehicles on the other arms

of the intersection have the priority of way.

The holding lines or give way lines are to sup-

plement the give way sign. They should be

placed not more than 10m nor less than 1.2m

from the nearest edge of intersecting roadway.

The width of these lines are to be 200mm and

marked in a gap/stroke ratio of 300mm gap300mm strip.The triangular give way marking

can be used to supplement this give way line.

Refer to Fig.13.

4.2.4 Pedestrian Crossing MarkingsPedestrian crossing (Zebra) Markings. This

shall consist of a series of strips 600mm wide.

The width of the crosswalk should be from 1.8

to 3.6m wide. The crossing shall normally be at

right angles to the road centre line but it may



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be angle by not more than 30 degres where

local circumstances require it.

Crosswalk lines at intersections controlled by

traffic signals or stop sign can also be of solid

white lines of 150 mm wide 1.8 to 3.6m apart.See Fig.13

4.3 Other Markings

4.3.1 Diagonal and Chevron

MarkingsWide diagonal markings as shown in Fig-14

may be applied to areas of pavement which are

not intended for use by moving vehicles.

They define splayed island approaches,or

obstructions, sealed shoulders, painted island

and medians and areas separating exit ramps

from the carriageway. An example is shown in

Fig. 15.

4.3.2 Message on

4.3.2.1 GeneralWords, numerals and symbols to convey guid-

ing, warning or regulatory message to drivers.

They should be elongated in the direction of

traffic movement in order that they may be leg-

ible at the maximum ditance. Legibility dis-

tance is increased by enlarging the length of

characters.

4.3.2.2 Words and NumeralsThe length of letters and numerals should be

not less than 2.4m in urban areas but on high-

speed roads may need to be at least twice this

length. The dimensional proportions of letters

and numerals should be as shown in Fig. 16.

A message should, if' possible, be confined to

one line. If the message consists of more than

one word, the first word should be nearest tothe approaching driver. On high speed roads

the space between the lines should be at least

four times the height of the character. For low

speed, urban situations, the separation between

lines may, if necessary, be from one-half to one

times the character height.

Refer to Fig. 17 and 18.

Word messages for use on road pavements

include the following:

(i) IKUT KIRI(ii) LORONG LAJU

(iii) AWAS

(iv) SAJA

(v) PERLAHAN

(vi) KERETAPI

4.3.3 ArrowsArrows are used to ensure correct lane usage

at approaches to intersections, exit ramps and

other control points. Pavement arrows as

shown in Fig. 19 are elongated similarly to let-

ters or numerals.

If any lane on the approach to an intersection

is to be designated by means of arrows, at least

three arrows should be placed in that lane to

increase the probability of recognition. A spac-

ing of 15 to 30m should be used between

repeater arrows according to the size of the

arrow, larger arrows being used for higher

speed roads. Refer to Fig. 11.



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4.3.4 Approaches to Railway

Crossing MarkingsPavement markings consisting of a cross, the

wording KERETAPI, a no-passing zone mark-

ing and stop lines shall be placed on allapproaches to railroad crossings whether with

or without gates. This is a means of attracting

the attention of the driver to the proximity of a

railway level crossing.

Refer to Fig. 20.

4.3.5 Parking Space LimitsThe marking of parking space limits on

streets encourages more orderly and efficient

use of parking spaces, and tends to prevent

encroachment on fire hydrant zones, bus stops,

loading zones, approaches to corners, and

clearance spaces for islands.

All lines for parking space shall be solid lines

not less than 100mm wide nor more than

150mm wide. Angle parking is generally not

desirable especially on narrow streets. Details

of angle parking and parallel . parking spaces is

as shown in Fig. 21. An example of markings

for bus stops is shown in Fig. 22.

4.3.6 Paved-shoulder Markings

Wherever paved-shoulder exist, they shouldbe differentiated from the traffic lanes by a def-

inite contrast in surface appearance, riding

characteristics, and texture. The through traffic

lanes and shoulder areas should be clearly

defined at all times, particularly at night or in

bad weather when visibility is poor.

When the shoulder-pavement contrast is not

sharp enough pavement edge line marking

should be provided to indicate the edge of the

traffic lane, in particular where the paved

shoulder is not structurally adequate to carry alltraffic. Care should be taken to ensure that the

shoulder will not appear as another traffic lane

to drivers, in which case diagonal line mark-

ings as shown in Fig. 23 may be warranted.

4.3.7 Yellow BoxesThese are painted at intersections to indicate

a prohibition of parking or waiting.

An example is as shown in Fig. 24.

4.3.8 Kerb MarkingsKerbs of medians and traffic island may be

painted and reflectorised if added visibility is

required.

Kerbs which may be a hazard to through trafficmay be painted in black and white segments

not exceeding 1.5m in length. All kerbs so

treated shall commence and finish with a white

segment. White segments may be reflec-

torised.

Kerbs at openings in a continuous median

island need not be marked unless individual

study indicates the need for this type of mark-

ing.

4.3.9 Transverse Yellow Bars at

approaches to roundabouts and

cross walks

These markings consist of yellow thermoplastic

lines 5 mm thick laid across the carriageway.

The pattern of the transverse yellow bar mark-

ings for use on the approaches to roundabouts

and cross walk is as illustrated in Fig. 25 and

26. The first bar shall be laid at a distance of 35

metres measured back along the centre line of

the carriageway from the give-way line at theroundabout and from the stop line at the cross

walk. Successive line shall then be spaced in

accordance with the measurements given in the

tables of Fig. 25 and 26.

These markings were designed to influence a

driver to slow down after a period of sustained

speed which may be acquired by a driver trav-

elling on a highway or high speed roads.

Transverse yellow bars should not be used on

curves.

5.0 Post Mounted Delineators

Post delineators are effective aids for nightime

driving. They are considered to be guide,

markings rather than warning devices and

should never be substituted for a proper warn-

ing sign. The purpose of delineators is to out-

line the edge of the roadway and to indicate the

roadway alignment. Post delineators usually



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consist of reflector units (glass, plastic, or

reflective sheets) mounted on suitable supports.

Post mounted delineators are beneficial for hor-

izontal curves over 5. It should be pointed out

that whilst installation of such delineators or

markers will assist night driving, it may alsoencourage drivers to increase speed. Unless

other safety features are correspondingly

increased, such installation can give drivers a

false sense of security. Measures should be

taken to improve the superelevation of the road

at the bend.

5.1 Materials and designPost delineators are simply reflector units

mounted on suitable supports. Both the reflec-

tor units and the supports should be of types

approved by J.K.R. The reflector units may be

of the circular corner-cube prismatic lens type

and shall be not less than 75 mm diameter.

They can also be made of glass, plastic, or

reflective sheetings. Reflective sheetings should

be of rectangular shape 180mm x 50mm and

should be of the high intensity retro-reflective

material.

These reflector units must be capable of

clearly reflecting light under normal atmos-

pheric conditions from a distance of 300 meters

when illuminated by the upper beam of stan-dard automobile lights. Timber posts should be

of hardwood timber painted with stripes of

black and orange. Detail of the delineator posts

is as shown in Fig. 27.

5.2 Colour and applicationsDelineators on curves shall be of silver or

white colour placed on the left side of the road

and shall be of red colour on the right side of

the road, in the direction of travel. On the

immediate approaches, in advance and beyondthe curve, the delineators shall be of silver or

white colour, used in pairs, one on each side of

the road directly apposite each other. See

Fig.28.

Red delineators are also to be used for delin-

eation of roads through construction sites or

temporary diversions where a higher degree of

danger exists. They should be used sparingly to

command respect an for it to be more effective.

The recommended spacings shall be at 18m

interval.

5.3 General requirements of Post

Mounted

5.3.1 The top of the post mounted delineatorshould be 1.2m above the ground level.

5.3.2 The reflector unit should be 50mm from

the top of the post.

5.3.4 Delineators should be placed at a con-

stant distance from the edge of the roadway

except that, where a guardrail or other obstruc-

tions intrudes into the space between the pave-

ment edge and the extension of the line of

delineators, the delineators should be in line

with or inside the innermost edge of the

obstruction. See Fig. 29.

5.3.4 Spacing should be adjusted on

approaches and throughout horizontal curves

so that several delineators are always visible to

the driverso that several delineators are always

visible to the driver. Table 1 below shows a

suggested spacing on curves.

Spacing for specific, radii not shown may be

interpolated from the table. The minimumspacing should be 6 m. The spacing of the first

delineator approaching a curve is 2S, the sec-

ond 3S and the third 6S but not to exceed 90

m. This is as shown in Fig.28.



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Degree of Curve

(Degrees)

Radius of Curve

(Metres)

Spacing On Curve , S

(Metres)

114.638.2

28.6

22.9

19.1

14.3

11.5

9.5

8.2

7.2

6.4

5.7

1545

60

75

90

125

150

180

215

240

275

300

69

11

12

15

17

20

21

23

25

26

27

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

FIG 1 : LONGITUDINAL LINES


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FIG : PAVEMENT MARKING ON URBAN STREET


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FIG 3 : PAVEMENT MARKING FOR NO-PASSING ZONES

FIG 4 : METHOD OF ESTABLISHING NO

OVERTAKING ZONES ON VERTICAL CURVE


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FIG 5 : METHOD OF ESTABLISING NO OVERTAKING

ZONES AT HORIZONTAL CURVE


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FIG6:WARN

I0NGARROWS

scale1:40


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FIG 7 : TYPICAL TREATMENT FOR CLIMBING LANES


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FIG 8 : OVERTAKING LANES ON TWO LANES RURAL ROADS


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FIG 9 : TYPICAL APPLICATION ON EDGE LINE


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TAPERED DECELERATION LANE

PARALLEL DECELERATION LANE

FIG 10 : STANDARD EXIT RAMP AND ENTRANCE RAMP MARKING MARKINGS

PARALLEL ACCELERATION LANE

TAPERED ACCELERATION LANE


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


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PAVEMENT MARKING AT GIVE WAY SIGNS

All dimension in milimetres

FIG 12

PAVEMENT MARKING AT STOP SIGN


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TYPE B

TYPE A

STOP LINE AND PADESTRIAN CROSSING




FIG 13 : PADESTRIAN CROSSING MARKINGS(SCALE 1:100)

ALL DIMENSIONS ARE IN MILIMETRES


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CROSS HATCHINGSCALE 1:200

CHEVRON HATCHING DIVERGING TRAFFICSCALE 1:200

CHEVRON HATCHING MERGING TRAFFICSCALE 1:200

FIG 14 : CHEVRON MARKINGS FOR TRAFFIC ISLANDS


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FIG 15 : APPROACH MARKING FOR OBSTRUCTION


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FIG 16 : PAVEMENT LETTER AND NUMERALS


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FIG 17 : PAVEMENT WORK MARKING


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FIG 18 : PAVEMENT ROAD MARKING


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FIG 19 : PAVEMENT DIRECTION ARROWS(SCALE 1:50)


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F

IG20:PAVEMENTMARKINGATRAILWAY

LEVELCROSS

ING


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FIG 21 : DETAIL OF PARKING SPACE AT VARIOUS AREA

Note: All dimension are in metres

(Scale 1:200)


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FIG 22 : INDENTED BUS BAYS

INDENTEDSTORAG

EBAYFORTWOBUSES

INDENTEDSTORAGE

BAYFORONEBUSES


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FIG23:

PAVEDSHOULDERMARK

ING

PAVEMENTEDGESTRIPINGWITHADJACENTCY

CLE-TRACK


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FIG 24 : TYPICAL BOX JUNCTIONS WITH CRISS-CROSS

YELLOW LINES PAINTED ON PAVEMENT


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FIG 25 : LOCATION OF TRANSVERSE BARS AT

ROUNDABOUT APPROACH


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FIG 26 : LOCATION OF TRANSVERSE BARS AT

CROSS WALK


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FIG 27 : DETAILS OF POST DELINEATORS(DIMENSION ARE IN MILIMETRES)


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FIG 28 : POSITION OF POST DELINEATORS

ON HORIZONTAL CURVE


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FIG 29 : TYPICAL DELINEATOR INSTALLATION

Download - JKR Road Marking & Delineation

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