Change List for the 2009 Edition of the MUTCD
Part 3

CHAPTER 3A. GENERAL

Section 3A.01 Functions and Limitations

Support:

Markings on highways and on private roads open to public travel have important functions in providing guidance and information for the road user. Major marking types include pavement and curb markings, object markers, delineators, colored pavements, barricades, channelizing devices, and islands. In some cases, markings are used to supplement other traffic control devices such as signs, signals, and other markings. In other instances, markings are used alone to effectively convey regulations, guidance, or warnings in ways not obtainable by the use of other devices.

Markings have limitations. Visibility of the markings can be limited by snow, debris, and water on or adjacent to the markings. Marking durability is affected by material characteristics, traffic volumes, weather, and location. However, under most highway conditions, markings provide important information while allowing minimal diversion of attention from the roadway.

Pavement markings can enhance roadway delineation with the addition of audible and tactile features such as bars, differential surface profiles, raised pavement markers, or other devices intended to alert the road user that a delineation on the roadway is being traversed.

The general functions of longitudinal lines are: relocated to Section 3A.06 and upgraded to Standard

A double line indicates maximum or special restrictions,
A solid line discourages or prohibits crossing (depending on the specific application),
A broken line indicates a permissive condition, and
A dotted line provides guidance.

Section 3A.02 Standardization of Application

Standard:

Each standard marking shall be used only to convey the meaning prescribed for that marking in this Manual. When used for applications not described herein in this Manual, markings shall conform in all respects to the principles and standards set forth herein in this Manual.

Guidance:

Before any new highway, private road open to public travel (see definition in Section 1A.13), paved detour, or temporary route is opened to traffic public travel, all necessary markings should be in place.

Standard:

Markings that must be visible at night shall be retroreflective unless ambient illumination assures that the markings are adequately visible. All markings on Interstate highways shall be retroreflective.

Markings that are no longer applicable for roadway conditions or restrictions and that might cause confusion for the road user shall be removed or obliterated to be unidentifiable as a marking as soon as practical. this sentence was relocated from the previous paragraph

Option:

Until they can be removed or obliterated, markings may be temporarily masked with tape that is approximately the same color as the pavement until they can be removed or obliterated.

Section 3A.03 Maintaining Minimum Pavement Marking Retroreflectivity

(This section is reserved for future text based on FHWA rulemaking.)

Section 3A.03 3A.04 Materials

Support:

Pavement and curb markings are commonly placed by using paints or thermoplastics; however, other suitable marking materials, including raised pavement markers and colored pavements, are also used. Delineators, object markers, barricades, and channelizing devices are visibly placed in a vertical position similar to signs above the roadway.

Some marking systems consist of clumps or droplets of material with visible open spaces of bare pavement between the material droplets. These marking systems can function in a manner that is similar to the marking systems that completely cover the pavement surface and are suitable for use as pavement markings if they meet the other pavement marking requirements of the highway agency.

Guidance:

The materials used for markings should provide the specified color throughout their useful life.

Consideration should be given to selecting pavement marking materials that will minimize tripping or loss of traction for road users, including pedestrians, and bicyclists, and motorcyclists.

Object markers and relocated to Section 2C.63 Delineators should not present a vertical or horizontal clearance obstacle for pedestrians.

Section 3A.04 3A.05 Colors

Standard:

Markings shall be yellow, white, red, or blue, or purple. The colors for markings shall conform to the standard highway colors. Black in conjunction with one of the above colors mentioned in the first sentence of this paragraph shall be a usable color.

When used, white markings for longitudinal lines shall delineate:

The separation of traffic flows in the same direction, or
The right-hand edge of the roadway.

When used, yellow markings for longitudinal lines shall delineate:

The separation of traffic traveling in opposite directions,
The left-hand edge of the roadways of divided and one-way highways and one-way streets or ramps, or
The separation of two-way left-turn lanes and reversible lanes from other lanes.

When used, red raised pavement markers or delineators shall delineate:

Truck escape ramps, or
One-way roadways, ramps, or travel lanes that shall not be entered or used in the direction from which the markers are visible.

When used, blue markings shall supplement white markings for parking spaces for persons with disabilities. When used, blue raised pavement markers shall indicate locations of fire hydrants along a roadway.

When used, purple markings shall supplement lane line or edge line markings for toll plaza approach lanes that are restricted to use only by vehicles with registered electronic toll collection accounts.

Option:

Colors used for official route shield signs (see Section 2D.11) may be used as colors of symbol markings to simulate route shields on the pavement (see Section 3B.20.)

Black may be used in combination with the above colors mentioned in the first sentence of Paragraph 1 where a light-colored pavement does not provide sufficient contrast with the markings.

Support:

When used in combination with other colors, black is not considered a marking color, but only a contrast-enhancing system for the markings.

Section 3A.05 3A.06 Functions, Widths, and Patterns of Longitudinal Pavement Markings

Standard:

The general functions of longitudinal lines shall be: relocated from Section 3A.01 and upgraded to Standard

A double line indicates maximum or special restrictions,
A solid line discourages or prohibits crossing (depending on the specific application),
A broken line indicates a permissive condition, and
A dotted line provides guidance or warning of a downstream change in lane function.

The widths and patterns of longitudinal lines shall be as follows:

A Normal line is—4 to 6 inches wide.
A Wide line is—at least twice the width of a normal line.
A Double line consists of—two parallel lines separated by a discernible space.
A Broken line consists of—normal line segments separated by gaps.
A Dotted line shall consist of—noticeably shorter line segments separated by shorter gaps than used for a broken line. The width of a dotted line extension shall be at least the same as the width of the line it extends.

Support:

The width of the line indicates the degree of emphasis.

Guidance:

Broken lines should consist of 10-foot line segments and 30-foot gaps, or dimensions in a similar ratio of line segments to gaps as appropriate for traffic speeds and need for delineation.

Support:

Patterns for dotted lines depend on the application (see Sections 3B.04 and 3B.08.)

Option Guidance:

A dotted line for line extensions within an intersection or taper area may should consist of 2-foot line segments and 2- to 6-foot gaps. A dotted line for lane drop/add markings used as a lane line may should consist of 3-foot line segments and 9-foot gaps.

CHAPTER 3B. PAVEMENT AND CURB MARKINGS

Section 3B.01 Yellow Centerline Center Line Pavement Markings and Warrants

Standard:

Centerline Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.

Option:

Centerline Center line pavement markings may be placed at a location that is not the geometric center of the roadway.

On roadways without continuous centerline center line pavement markings, short sections may be marked with centerline center line pavement markings to control the position of traffic at specific locations, such as around curves, over hills, on approaches to highway-railroad grade crossings, at highway-railroad grade crossings, and at bridges.

Standard:

The centerline center line markings on two-lane, two-way roadways shall be one of the following as shown in Figure 3B-1:

Two-direction passing zone markings consisting of a normal broken yellow line where crossing the centerline center line markings for passing with care is permitted for traffic traveling in either direction;
One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal broken yellow line and the other is a normal solid yellow line, where crossing the centerline center line markings for passing with care is permitted for the traffic traveling adjacent to the broken line, but is prohibited for traffic traveling adjacent to the solid line; and or
Two-direction no-passing zone markings consisting of two normal solid yellow lines where crossing the centerline center line markings for passing is prohibited for traffic traveling in either direction.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

The centerline center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of two normal a solid double yellow lines as shown in Figure 3B-2.

Guidance:

On two-way roadways with three through lanes for moving motor vehicle traffic, two lanes should be designated for traffic in one direction by using one- or two-direction no-passing zone markings as shown in Figure 3B-3.

Support:

Sections 11-301(c) and 11-311(c) of the "Uniform Vehicle Code (UVC)" contain information regarding left turns across center line no-passing zone markings and paved medians, respectively. The UVC can be obtained from the National Committee on Uniform Traffic Laws and Ordinances at the address shown on Page i.

Standard:

Centerline Center line markings shall be placed on all paved urban arterials and collectors that have a traveled way of 20 feet or more in width and an ADT of 6,000 vehicles per day or greater. Centerline Center line markings shall also be placed on all paved two-way streets or highways that have three or more lanes for moving motor vehicle traffic.

Guidance:

Centerline Center line markings should be placed on paved urban arterials and collectors that have a traveled way of 20 feet or more in width and an ADT of 4,000 vehicles per day or greater. Centerline Center line markings should also be placed on all rural arterials and collectors that have a traveled way of 18 feet or more in width and an ADT of 3,000 vehicles per day or greater. Centerline Center line markings should also be placed on other traveled ways where an engineering study indicates such a need.

Engineering judgment should be used in determining whether to place centerline center line markings on traveled ways that are less than 16 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane.

Option:

Centerline Center line markings may be placed on other paved two-way traveled ways that are 16 feet or more in width.

If a traffic count is not available, the ADTs described in this Section may be estimates that are based on engineering judgment.

Section 3B.02 No-Passing Zone Pavement Markings and Warrants

Standard:

No-passing zones shall be marked by either the one direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described previously in Section 3B.01 and shown in Figures 3B-1 and 3B-3.

When centerline center line markings are used, no-passing zone markings shall be used on two-way roadways at lane-reduction transitions (see Section 3B.09) and on approaches to obstructions that must be passed on the right (see Section 3B.10).

On two-way, two- or three-lane roadways where centerline center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.

On roadways with centerline center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in Table 3B-1 necessary for reasonably safe passing at the 85^th-percentile speed or the posted or statutory speed limit as shown in Table 3B-1. The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see Figure 3B-4). Similarly, the passing sight distance on a horizontal curve is the distance measured along the centerline center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see Figure 3B-4).

Support:

The beginning upstream end of a no-passing zone at point "a" in Figure 3B-4 is that point where the sight distance first becomes less than that specified in Table 3B-1. The downstream end of the no-passing zone at point "b" in Figure 3B-4 is that point at which the sight distance again becomes greater than the minimum specified.

The values of the minimum passing sight distances that are shown in Table 3B-1 are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design by the AASHTO Policy on Geometric Design of Streets and Highways (see Section 1A.11).

Guidance:

Where the distance between successive no-passing zones is less than 400 feet, no-passing markings should connect the zones.

Standard:

Where centerline center line markings are used, no-passing zone markings shall be used on approaches to highway-rail grade crossings in conformance compliance with Section 8B.27.

Option:

In addition to pavement markings, no-passing zone signs (see Sections 2B.28, 2B.29, and 2C.45) may be used to emphasize the existence and extent of a no-passing zone.

Support:

Section 11-307 of the "Uniform Vehicle Code (UVC) Revised" contains further information regarding required road user behavior in no-passing zones. The "UVC" can be obtained from the National Committee on Uniform Traffic Laws and Ordinances at the address shown on Page i.

Standard:

On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone shall be provided in the center lane as shown in Figure 3B-5. A lane-reduction transition (see Section 3B.09) shall be provided at each end of the buffer zone.

The buffer zone shall be a flush median island formed by two sets of double yellow center line markings that is at least 50 feet in length.

Option:

Yellow diagonal crosshatch markings (see Section 3B.24) may be placed in the flush median area between the two sets of no-passing zone markings as shown in Figure 3B-5.

Guidance:

For three-lane roadways having a posted or statutory speed limit of 45 mph or greater, the lane transition taper length should be computed by the formula L = WS. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS²/60 should be used to compute the taper length.

Support:

Under both formulas, L equals the taper length in feet, W equals the width of the center lane or offset distance in feet, and S equals the 85^th-percentile speed or the posted or statutory speed limit, whichever is higher.

Standard Guidance:

The minimum lane transition taper length shall should be 100 feet in urban areas and 200 feet in rural areas.

Section 3B.03 Other Yellow Longitudinal Pavement Markings

Standard:

If reversible lanes are used, the lane line pavement markings on each side of reversible lanes shall consist of a normal broken double broken yellow line to delineate the edge of a lane in which the direction of travel is reversed from time to time, such that each of these markings serve as the centerline center line markings of the roadway during some period (see Figure 3B-6).

Signs (see Section 2B.26), lane-use control signals (see Chapter 4M), or both shall be used to supplement reversible lane pavement markings.

If a two-way left-turn lane that is never operated as a reversible lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal broken yellow line and a normal solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in Figure 3B-7.

Option Guidance:

White two-way left-turn lane-use pavement marking arrows (see Figure 3B-7), may should be used in conjunction with the longitudinal two-way left-turn markings as shown in Figure 3B-7 at the locations described in Section 3B.20.

Guidance:

Signs should be used in conjunction with the two-way left turn markings (see Section 2B.24).

Standard:

If a continuous flush median island formed by pavement markings separating travel in opposite directions is used, two sets of solid double solid yellow lines shall be used to form the island as shown in Figures 3B-2 and 3B-5. Other markings in the median island area shall also be yellow, except crosswalk markings which shall be white (see Section 3B.18).

Section 3B.04 White Lane Line Pavement Markings and Warrants paragraphs previously in Section 3B.05 have been relocated to this Section

Standard:

When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

Lane line markings shall be used on all freeways and Interstate highways.

Guidance:

Lane line markings should be used on all roadways that are intended to operate with two or more adjacent traffic lanes that have in the same direction of travel, except as otherwise required for reversible lanes. Lane line markings should also be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.

Support:

Examples of lane line markings are shown in Figures 3B-2, 3B-3, and 3B-7 through 3B-13, 3B-22, 3B-24, and 3B-26.

Standard:

Except as provided in Paragraph 6, where crossing the lane line markings with care is permitted, the lane line markings shall consist of a normal broken white line.

A dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent lane for any of the following conditions:

A deceleration or acceleration lane,
A through lane that becomes a mandatory exit or turn lane,
An auxiliary lane 2 miles or less in length between an entrance ramp and an exit ramp, or
An auxiliary lane 1 mile or less in length between two adjacent intersections.

For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the full-width deceleration lane to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C of Figure 3B-8.

With a parallel deceleration lane, a lane line shall be extended from the beginning of the channelizing line upstream for a distance of one-half the length of the full-width deceleration lane as shown in Figure 3B-8.

Option:

For exit ramps with a parallel deceleration lane, a normal width dotted white line extension may be installed in the taper area upstream from the full-width deceleration lane as shown in Drawings A and C of Figure 3B-8.

For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension may be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B of Figure 3B-8.

Standard:

For entrance ramps with a parallel acceleration lane, a lane line should be extended from the end of the channelizing line for a distance of one-half the length of the full-width acceleration lane normal width dotted white lane line shall be installed from the theoretical gore or from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to a point at least one-half the distance from the theoretical gore to the downstream end of the acceleration taper, as shown in Drawing A of Figure 3B-9.

Option:

For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the dotted white lane line to the downstream end of the acceleration taper, as shown in Drawing A of Figure 3B-9.

For entrance ramps with a tapered acceleration lane, lane line markings may be placed to extend the channelizing line, but not beyond a point where the tapered lane meets the near side of the through traffic lane a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawings B and C of Figure 3B-9.

Standard:

A wide dotted white lane line shall be used:

As a lane drop markings as shown in Figure 3B-10 may be used in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C of Figure 3B-10), or from an auxiliary lane.
In advance of freeway route splits with dedicated lanes (see Drawing D of Figure 3B-10),
To separate a through lane that continues beyond an interchange from an adjacent auxiliary lane between an entrance ramp and an exit ramp (see Drawing E of Figure 3B-10),
As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A of Figure 3B-11), and
To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B of Figure 3B-11).

Guidance:

If used, lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least 1/2 mile in advance of the theoretical gore point.

On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings should be used as illustrated in Drawing B of Figure 3B-10. In this case, if the right-most exit lane is an added lane such as a parallel deceleration lane, the lane drop marking should begin at the upstream end of the full-width deceleration lane, as shown in Drawing C of Figure 3B-8.

Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop marking should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.

The dotted white lane lines that are used for lane drop markings may and that are used as a lane line separating through lanes from auxiliary lanes should consist of a wide dotted white line with line segments that are 3 feet in length separated by 9-foot gaps.

Support:

Section 3B.20 contains information regarding other markings that are associated with lane drops, such as lane-use arrow markings and ONLY word markings.

Section 3B.09 contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.

Standard:

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal or wide solid white line.

Option:

Where it is intended to discourage lane changinges might cause conflicts on the approach to an exit ramp, a wide solid white channelizing lane line may extend upstream from the theoretical gore pointor, for multi-lane exits, as shown in Drawing B of Figure 3B-10, for a distance that is determined by engineering judgment.

Where lane changes might cause conflicts, a wide or normal solid white lane line may extend upstream from an intersection.

In the case of a lane drop at an exit ramp or intersection, such a solid white line may replace a portion, but not all of the length of the wide dotted white lane line.

Support:

Section 3B.09 contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.

Guidance:

On approaches to intersections, a solid white lane line marking should be used to separate a through lane from an added mandatory turn lane.

Option:

They On approaches to intersections, solid white lane line markings may also be used to separate traffic adjacent through lanes or adjacent mandatory turn lanes from each other approaching an intersection.

Where the median width allows the left-turn lanes to be separated from the through lanes to give drivers on opposing approaches a less obstructed view of opposing through traffic, white pavement markings may be used to form channelizing islands as shown in Figure 2B-17.

Solid white lane line markings may be used to separate through traffic lanes from auxiliary lanes, such as an added uphill truck lanes, left- or right-turn lanes, and or a preferential lanes (see Section 3D.02).

Wide solid lane line markings may be used for greater emphasis.

Standard:

Where crossing the lane line markings is prohibited, the lane line markings shall consist of two normal a solid double white lines (see Figure 3B-12).

Section 3B.05 Other White Longitudinal Pavement Markings paragraphs previously in this Section have been relocated to Section 3B.04

Standard:

A channelizing line shall be a wide or double solid white line.

Option:

Channelizing lines may be used to form channelizing islands where traffic traveling in the same direction is permitted on both sides of the island.

Standard:

Other pavement markings in the channelizing island area shall be white.

Support:

Examples of channelizing line applications are shown in Figures 3B-8, 3B-9, and 3B-10, and in Drawing C of Figure 3B-15.

Channelizing lines at exit ramps as shown in Figures 3B-8 and 3B-10 define the neutral area, direct exiting traffic at the proper angle for smooth divergence from the main lanes into the ramp, and reduce the probability of colliding with objects adjacent to the roadway.

Channelizing lines at entrance ramps as shown in Figures 3B-9 and 3B-10 promote reasonably safe orderly and efficient merging with the through traffic.

Standard:

For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed along the on both sides of the neutral area (see Figures 3B-8 and 3B-10 and Drawing A of Figure 3B-9) adjacent to the through traffic lane and the ramp lane.

For entrance ramps with tapered acceleration lanes, channelizing lines shall be placed along both sides of the neutral area to a point at least one-half of the distance to the theoretical gore (see Drawing C of Figure 3B-9).

Option:

For entrance ramps with tapered acceleration lanes, the channelizing lines may extend to the theoretical gore as shown in Drawing B of Figure 3B-9.

White chevron crosshatch markings (see Section 3B.24) may be placed in the neutral area of exit ramp and entrance ramp gores for special emphasis as shown in Figures 3B-8 and 3B-10 and Drawing A of Figure 3B-9. The channelizing lines and the optional chevron crosshatch markings at exit ramp and entrance ramp gores may be supplemented with white retroreflective or internally illuminated raised pavement markers (see Sections 3B.11 and 3B.13) for enhanced nighttime visibility.

Guidance:

For entrance ramps, a channelizing line should be placed along the side of the neutral area adjacent to the ramp lane.

Section 3B.06 Edge Line Pavement Markings

Standard:

If used, edge line pavement markings shall delineate the right or left edges of a roadway.

Except for dotted edge line extensions (see Section 3B.08), edge line markings shall not be continued through intersections or major driveways.

If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings.

If used, the right edge line pavement markings shall consist of a normal solid white line to delineate the right-hand edge of the roadway.

Guidance:

Edge line markings should not be broken for minor driveways.

Support:

Edge line markings have unique value as visual references to guide road users during adverse weather and visibility conditions.

Option:

Wide solid edge line markings may be used for greater emphasis.

Section 3B.07 Warrants for Use of Edge Lines

Standard:

Edge line markings shall be placed on paved streets or highways with the following characteristics:

Freeways,
Expressways, and
Rural arterials with a traveled way of 20 feet or more in width and an ADT of 6,000 vehicles per day or greater.

Guidance:

Edge line markings should be placed on paved streets or highways with the following characteristics:

Rural arterials and collectors with a traveled way of 20 feet or more in width and an ADT of 3,000 vehicles per day or greater.
At other paved streets and highways where an engineering study indicates a need for edge line markings.

Edge line markings should not be placed where an engineering study or engineering judgment indicates that providing them is likely to decrease safety.

Option:

Edge line markings may be placed on streets and highways with or without centerline center line markings.

Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, bicycle lanes, or other markings.

If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.

Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.

Section 3B.08 Extensions Through Intersections or Interchanges

Standard:

Except as provided in Paragraph 2, pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend (see Figure 3B-13).

Option:

A normal line may be used to extend a wide line through an intersection.

Guidance:

Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-legged intersections, on curved roadways, or where multiple turn lanes are used, or where offset left turn lanes might cause driver confusion, dotted line extension markings consisting of 2-foot line segments and 2- to 6-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.

Option:

Dotted edge line extensions may be placed through intersections or major driveways.

Guidance:

Where greater restriction is required, solid lane lines or channelizing lines should be extended into or continued through intersections or major driveways.

Standard:

However, Solid lines shall not be used to extend edge lines should not be extended into or continued through intersections or major driveways as solid lines.

Guidance:

A single line of equal width to one of the lines of the double line should be used to extend Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.

To the extent possible, pavement marking extensions through intersections should be designed in a manner that minimizes potential confusion for drivers in adjacent or opposing lanes.

Section 3B.09 Lane-Reduction Transition Markings

Support:

Lane-reduction transition markings are used where the number of through lanes is reduced because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane. Lane-reduction transition markings are not used for lane drops.

Standard:

Except as provided in Paragraph 3, where pavement markings are used, lane-reduction transition markings shall be used to guide traffic through transition areas where the number of through lanes is reduced, as shown in Figure 3B-14. On two-way roadways, no-passing zone markings shall be used to prohibit passing in the direction of the convergence, and shall continue through the transition area.

Option:

On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line and/or delineators shown in Figure 3B-14 may be omitted as determined by engineering judgment.

Guidance:

For roadways having a posted or statutory speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS²/60 should be used to compute the taper length.

Support:

Under both formulas, L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85^th-percentile speed or the posted or statutory speed limit, whichever is higher.

Guidance:

Where observed speeds exceed posted or statutory speed limits, longer tapers should be used.

Option:

On new construction, where no posted or statutory speed limit is has been established, the design speed may be used in the transition taper length formula.

Guidance:

Lane line markings should be discontinued one-quarter of the distance between the Lane Ends sign (see Section 2C.42) and the point where the transition taper begins.

Except as provided in Paragraph 3 for low-speed urban roadways, the edge line markings shown in Figure 3B-14 should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.

Support:

Pavement markings at lane-reduction transitions supplement the standard signs. See Section 3B.20 for provisions regarding use of lane-reduction arrows.

Section 3B.10 Approach Markings for Obstructions

Standard:

Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, toll plaza islands, and raised channelization islands shall consist of a tapered line or lines extending from the centerline center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see Figure 3B-15).

Support:

See Chapter 3E for additional information on approach markings for toll plaza islands.

Guidance:

For roadways having a posted or statutory speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS²/60 should be used to compute the taper length.

Support:

StandardGuidance:

The minimum taper length shall should be 100 feet in urban areas and 200 feet in rural areas.

Support:

Examples of approach markings for obstructions in the roadway are shown in Figure 3B-15.

Option:

Where observed speeds exceed posted or statutory speed limits, longer tapers may be used.

Standard:

If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A of Figure 3B-15).

Option:

If traffic is required to pass only to the right of the obstruction, yellow diagonal approach crosshatch markings (see Section 3B.24) may be placed in the neutral flush median area between the no-passing zone markings as shown in Drawings A and B of Figure 3B-15. Other markings, such as yellow delineators, yellow channelizing devices, yellow raised pavement markers, and white crosswalk pavement markings, may also be placed in the neutral flush median area.

Standard:

If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid wide white line or normal solid double normal white line shall be extended in place of the broken lane line for a distance equal to the length of the diverging lines (see Drawing C of Figure 3B-15).

Option:

If traffic can pass either to the right or left of the obstruction, additional white chevron crosshatch markings (see Section 3B.24) may be placed in the neutral flush median area between the channelizing lines as shown in Drawing C of Figure 3B-15. Other markings, such as white delineators, white channelizing devices, white raised pavement markers, and white crosswalk markings may also be placed in the flush median area.

Section 3B.11 Raised Pavement Markers – General

Standard:

A raised pavement marker shall be a device with a height of at least 0.4 inches mounted on or in a road surface that is intended to be used as a positioning guide or to supplement or substitute for pavement markings or to mark the position of a fire hydrant.

The color of raised pavement markers under both daylight and nighttime conditions shall conform to the color of the marking for which they serve as a positioning guide, or for which they supplement or substitute.

Option:

Blue raised pavement markers may be used to mark the positions of fire hydrants.

The side of a raised pavement marker that is visible to traffic proceeding in the wrong direction may be red (see Section 3A.05). relocated from Section 3B.14

Retroreflective or internally illuminated raised pavement markers may be used in the roadway immediately adjacent to curbed approach ends of raised medians and curbs of islands, or on top of such curbs (see Section 3B.23).

Support:

Retroreflective and internally illuminated raised pavement markers are available in mono-directional and bidirectional configurations. The bidirectional marker is capable of displaying the applicable color for each direction of travel.

Blue raised pavement markers are sometimes used in the roadway to help emergency personnel locate fire hydrants.

Standard:

When used, internally illuminated raised pavement markers shall be steadily illuminated and shall not be flashed.

Support:

Flashing raised pavement markers are considered to be In-Roadway Lights (see Chapter 4N).

Guidance:

Non-retroreflective raised pavement markers should not be used alone, without supplemental retroreflective or internally illuminated markers, as a substitute for other types of pavement markings.

Directional configurations should be used to maximize correct information and to minimize confusing information provided to the road user. Directional configurations also should be used to avoid confusion resulting from visibility of markers that do not apply to the road user.

The spacing of raised pavement markers used to supplement or substitute for other types of longitudinal markings should correspond with the pattern of broken lines for which the markers supplement or substitute.

Standard:

The value of N cited in Sections 3B.12 through 3B.14 for the spacing of raised pavement markers for a broken or dotted line shall equal the length of one line segment plus one gap of the broken lines used on the highway. The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see Sections 3B.13 and 3B.14).

Option:

For additional emphasis, retroreflective raised pavement markers may be spaced closer than described in Sections 3B.12 through 3B.14, as determined by engineering judgment or engineering study.

Support:

Figures 9-20 through 9-22 in the "Traffic Control Devices Handbook" (see Section 1A.11) contain additional information regarding the spacing of raised pavement markers on longitudinal markings.

Section 3B.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings

Option:

Retroreflective or internally illuminated raised pavement markers may be used as positioning guides with longitudinal line markings without necessarily conveying information to the road user about passing or lane-use restrictions. In such applications, markers may be positioned in line with or immediately adjacent to a single line marking, or positioned between the two lines of a one-way or two-way no-passing zone marking or positioned in line with or immediately adjacent to single solid or broken centerline double center line or double lane line markings.

Support Guidance:

A typical The spacing for such applications is should be 2N, where N equals the length of one line segment plus one gap (see Section 3B.11).

Option:

Where it is desired to alert the road user to changes in the travel path, such as on sharp curves or on transitions that reduce the number of lanes or that shift traffic laterally, the spacing may be reduced to N or less.

On freeways and expressways, a the spacing of 3N may be used increased to 3N for relatively straight and level roadway segments where engineering judgment indicates that such spacing will provide adequate delineation under wet night conditions.

Section 3B.13 Raised Pavement Markers Supplementing Other Markings

Guidance:

The use of retroreflective or internally illuminated raised pavement markers for supplementing longitudinal line markings should conform to comply with the following:

Lateral Positioning
1. When supplementing double line markings, pairs of raised pavement markers placed laterally in line with or immediately outside of the two lines should be used.
2. When supplementing wide line markings, pairs of raised pavement markers placed laterally adjacent to each other should be used.
Longitudinal Spacing
1. When supplementing solid line markings, raised pavement markers at a spacing no greater than N (see Section 3B.11) should be used, except that when supplementing channelizing lines or left edge line markings, a spacing of no greater than N/2 should be used. Raised markers should not supplement right edge line markings.
2. When supplementing broken line markings, a spacing no greater than 3N should be used. However, when supplementing broken line markings identifying reversible lanes, a spacing of no greater than N should be used.
3. When supplementing dotted lane line markings, a spacing appropriate for the application should be used.
4. When supplementing longitudinal line extension markings through at-grade intersections, one raised pavement marker for each short line segment should be used.
5. When supplementing edge line extensions through freeway interchanges, a spacing of no greater than N should be used.

Raised pavement markers should not supplement right-hand edge lines unless an engineering study or engineering judgment indicates the benefits of enhanced delineation of a curve or other location would outweigh possible impacts on bicycles using the shoulder, and the spacing of raised pavement markers on the right-hand edge is close enough to avoid misinterpretation as a broken line during wet night conditions.

Option:

Raised pavement markers also may be used to supplement other markings for such as channelizing islands, gore areas, or approaches to obstructions, or wrong-way arrows.

To improve the visibility of horizontal curves, center lines may be supplemented with retroreflective or internally illuminated raised pavement markers for the entire curved section as well as for a distance in advance of the curve that approximates 5 seconds of travel time.

Section 3B.14 Raised Pavement Markers Substituting for Pavement Markings

Option:

Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types.

Guidance:

If used, the pattern and color of the raised pavement markers should simulate the pattern and color of the markings for which they substitute. color moved to previous paragraph and revised to Standard

The normal spacing of raised pavement markers, when substituting for other markings, should be determined in terms of the standard length of the broken line segment.

Option:

The side of a raised pavement marker that is visible to traffic proceeding in the wrong direction may be red. relocated to Section 3B.11

Standard:

If raised pavement markers are used to substitute for broken line markings, a group of three to five markers equally spaced at a distance no greater than N/8 (see Section 3B.11) shall be used. If N is other than 40 feet, the markers shall be equally spaced over the line segment length (at 1/2 points for three markers, at 1/3 points for four markers, and at 1/4 points for five markers). At least one retroreflective or internally illuminated marker per group shall be used or a retroreflective or internally illuminated marker shall be installed midway in each gap between successive groups of non-retroreflective markers.

When raised pavement markers substitute for solid lane line markings, the markers shall be equally spaced at no greater than N/4, with retroreflective or internally illuminated units at a spacing no greater than N/2.

Guidance:

Raised pavement markers should not substitute for right-hand edge line markings unless an engineering study or engineering judgment indicates the benefits of enhanced delineation of a curve or other location would outweigh possible impacts on bicycles using the shoulder, and the spacing of raised pavement markers on the right-hand edge line is close enough to avoid misinterpretation as a broken line during wet night conditions.

Standard:

When raised pavement markers substitute for dotted lines, they shall be spaced at no greater than N/4, with not less than one raised pavement marker per dotted line segment. At least one raised marker every N shall be retroreflective or internally illuminated.

Option:

When substituting for wide lines, raised pavement markers may be placed laterally adjacent to each other to simulate the width of the line.

Section 3B.15 Transverse Markings

Standard:

Transverse markings, which include shoulder markings, word and symbol markings, arrows, stop lines, yield lines, crosswalk lines, speed measurement markings, speed reduction markings, speed hump markings, parking space markings, and others, shall be white unless otherwise specified provided herein in this Manual.

Guidance:

Because of the low approach angle at which pavement markings are viewed, transverse lines should be proportioned to provide visibility at least equal to that of longitudinal lines.

Standard:

Pavement marking letters, numerals, and symbols shall be installed in accordance with the Pavement Markings chapter of the "Standard Highway Signs" book (see Section 1A.11).relocated to Section 3B.20

Section 3B.16 Stop and Yield Lines

Guidance:

Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, traffic control signal, or some other traffic control device, except YIELD signs. relocated to next paragraph

Option:

Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings. phrase at end of sentence relocated from previous paragraph

Yield lines may be used to indicate the point behind which vehicles are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign.

Standard:

Except as provided in Section 8B.28, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign or at locations on uncontrolled approaches where drivers are required by State law to yield to pedestrians.

Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, a traffic control signal, or some other traffic control device.

If used, Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made.

If used, Yield lines (see Figure 3B-16) shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.

Guidance:

Stop lines should be 12 to 24 inches wide.

The individual triangles comprising the yield line should have a base of 12 to 24 inches wide and a height equal to 1.5 times the base. The space between the triangles should be 3 to 12 inches.

If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts intersections as provided for in Section 3C.04 and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed no more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way. Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

Stop lines at midblock signalized locations should be placed at least 40 feet in advance of the nearest signal indication (see Section 4D.14).

If yield or stop lines are used at an unsignalized midblock a crosswalk that crosses an uncontrolled multi-lane approach, the yield lines or stop lines should be placed adjacent to the Yield Here to Pedestrians sign located 20 to 50 feet in advance of the nearest crosswalk line, and parking should be prohibited in the area between the yield or stop line and the crosswalk (see Figure 3B-17).

Standard:

If yield (stop) lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here To (Stop Here For) Pedestrians (R1-5 series) signs (see Section 2B.11) shall be used.

Guidance:

Yield (stop) lines and Yield Here To (Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.

Support:

When drivers who yield or stop too close to crosswalks onthat cross uncontrolled multi-lane approaches, they place pedestrians at risk by blocking other drivers' views of pedestrians and by blocking pedestrians' views of vehicles approaching in the other lanes.

Option:

Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D of Figure 3B-13).

Support:

Staggered stop lines and staggered yield lines can improve the driver's view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.

Section 8B.28 contains information regarding the use of stop lines and yield lines at grade crossings.

Section 3B.17 Do Not Block Intersection Markings

Option:

Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.

Standard:

If used, Do Not Block Intersection markings (see Figure 3B-18) shall consist of one of the following alternatives:

Wide solid white lines that outline the intersection area that vehicles must not block;
Wide solid white lines that outline the intersection area that vehicles must not block and a white word message such as DO NOT BLOCK or KEEP CLEAR;
Wide solid white lines that outline the intersection area that vehicles must not block and white cross-hatching within the intersection area; or
A white word message, such as DO NOT BLOCK or KEEP CLEAR, within the intersection area that vehicles must not block.

Do Not Block Intersection markings shall be accompanied by one or more Do Not Block Intersection (DRIVEWAY) (CROSSING) (R10-7) signs (see Section 2B.53), one or more Do Not Stop On Tracks (R8-8) signs (see Section 8B.09), or one or more similar signs.

Section 3B.17 3B.18 Crosswalk Markings

Support:

Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops.

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

At non-intersection locations, crosswalk markings legally establish the crosswalk.

Standard:

When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. They shall not be less than 6 inches or greater than 24 inches in width.

Guidance:

If transverse lines are used to mark a crosswalk, the gap between the lines should not be less than 6 feet. If diagonal or longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk should be not less than 6 feet wide.

Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see Figures 3B-17 and 3B-19).

Crosswalks should be marked at all intersections where there is substantial conflict between vehicular and pedestrian movements.

Marked crosswalks also should be provided at other appropriate points of pedestrian concentration, such as at loading islands, midblock pedestrian crossings, or where pedestrians could not otherwise recognize the proper place to cross.

At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).

Crosswalk lines should not be used indiscriminately. An engineering study should be performed before they are a marked crosswalk is installed at a locations away from a highway traffic control signals or an approach controlled by a STOP or YIELD signs. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85^th-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors.

New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:

The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or
The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.

Support:

Chapter 4F contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.

Guidance:

Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see Section 2C.50) should be installed for all marked crosswalks at non-intersection locations and adequate visibility should be provided by parking prohibitions.

Support:

Section 3B.16 contains information regarding placement of stop line markings near crosswalk markings.

Option:

For added visibility, the area of the crosswalk may be marked with white diagonal lines at a 45-degree angle to the line of the crosswalk or with white longitudinal lines parallel to traffic flow as shown in Figure 3B-19.

When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted. This type of marking may be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected.

Guidance:

If used, the diagonal or longitudinal lines should be 12 to 24 inches wide and spaced separated by gaps of 12 to 60 inches apart. The marking design of the lines and gaps should avoid the wheel paths if possible, and the spacing gap between the lines should not exceed 2.5 times the line width of the diagonal or longitudinal lines.

Option:

When an exclusive pedestrian phase that permits diagonal crossing of an intersection is provided at a traffic control signal, a marking as shown in Figure 3B-20 may be used for the crosswalk.

Guidance:

Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.

Support:

Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The "Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)" (see Section 1A.11) contains specifications for design and placement of detectable warning surfaces.

Section 3B.18 3B.19 Parking Space Markings

Support:

Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial. Parking space markings tend to prevent encroachment into fire hydrant zones, bus stops, loading zones, approaches to intersections, curb ramps, and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in Figure 3B-21.

Standard:

Parking space markings shall be white.

Option:

Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities.

Support:

Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in Section 3B.20 and illustrated in Figure 3B-22. The design and layout of accessible parking spaces for persons with disabilities is provided in the "Americans with Disabilities Act Accessibility Guidelines (ADAAG)" (see Section 1A.11).

Section 3B.19 3B.20 Pavement Word, and Symbol, and Arrow Markings

Support:

Word, and symbol, and arrow markings on the pavement are used for the purpose of guiding, warning, or regulating traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user's attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in Figures 3B-23 and 3B-24.

Option:

Word, symbol, and arrow markings, including those contained in the "Standard Highway Signs and Markings" book (see Section 1A.11), may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages. Among the word, and symbol, and arrow markings that may include, but be used are not limited to, the following: Other words or symbols may also be used under certain conditions.

Regulatory:
1. STOP
2. YIELD
3. RIGHT (LEFT) TURN ONLY
4. 25 MPH
5. Lane-use and wrong-way arrows symbols
6. Diamond symbol for HOV lanes
7. Other preferential lane word markings
Warning:
1. STOP AHEAD
2. YIELD AHEAD
3. YIELD AHEAD triangle symbol
4. SCHOOL XING
5. SIGNAL AHEAD
6. PED XING
7. SCHOOL
8. R X R
9. BUMP
10. HUMP
11. Lane-reduction arrows
Guide:
1. Route numbers (route shield pavement marking symbols and/or words such as I-81,US 40, STATE 135, or ROUTE 10)
2. STATE 135 Cardinal directions (NORTH, SOUTH, EAST, or WEST)
3. ROUTE 40 TO
4. Destination names or abbreviations thereof

Standard:

Word, and symbol, and arrow markings shall be white, except as otherwise noted provided in this Section.

Pavement marking letters, numerals, and symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the "Standard Highway Signs and Markings" book (see Section 1A.11). relocated from Section 3B.15

Guidance:

Letters and numerals should be 6 feet or more in height.

Word and symbol markings should not exceed three lines of information.

If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.

Except for the two opposing arrows of a two-way left-turn lane marking (see Figure 3B-7), the longitudinal space between word or symbol message markings, including arrow markings, should be at least four times the height of the characters for low-speed roads, but not more than ten times the height of the characters under any conditions.

The number of different word and symbol markings used should be minimized to provide effective guidance and avoid misunderstanding.

Except as noted in the Optionfor the SCHOOL word marking (see Section 7C.03), pavement word, and symbol, and arrow markings should be no more than one lane in width.

Option:

The SCHOOL word marking may extend to the width of two approach lanes (see Section 7C.06).

Guidance:

When the SCHOOL word marking is extended to the width of two approach lanes, the characters should be 10 feet or more in height (see Section 7C.06).

Pavement word, and symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

Option:

On narrow, low-speed shared-use paths, the pavement words, and symbols, and arrows may be smaller than suggested, but to the relative scale.

Pavement markings simulating Interstate, U.S., State, and other official highway route shield signs (see Figure 2D-3) with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see Figure 3B-25).

Standard:

Except at the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line (see Section 3B.16) and STOP sign (see Section 2B.05). At the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line.

The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.

Option:

A yield-ahead triangle symbol (see Figure 3B-26) or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection (see Figure 3B-25).

Standard:

The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see Section 2B.08) is in place at the intersection. The yield-ahead symbol marking shall be as shown in Figure 3B-26.

Guidance:

The International Symbol of Accessibility parking space markings (see Figure 3B-22) may should be placed in each parking space designated for use by persons with disabilities.

Option:

A blue background with white border may supplement the wheelchair symbol as shown in Figure 3B-22.

Support:

Lane-use arrow markings (see Figure 3B-24) are often used to provide guidance in turn bays indicate the mandatory or permissible movements in certain lanes (see Figure 3B-27), where turns may or may not be mandatory, and in two-way left-turn lanes (see Figure 3B-7).

Guidance:

Lane-use arrow markings (see Figure 3B-24) should be used in lanes designated for the exclusive use of a turning movement, including turn bays, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B of Figure 3B-13). When used in turn lanes, at least two arrows should be used, one at or near the upstream end of the full-width turn lane and one an appropriate distance upstream from the stop line or intersection (see Drawing A of Figure 3B-11).

Option:

An additional arrow or arrows may be used in a turn lane. When arrows are used for a short turn lane, the second (downstream) arrow may be omitted based on engineering judgment.

Guidance:

Where opposing offset channelized left-turn lanes exist, lane-use arrow markings should be placed near the downstream terminus of the offset left-turn lanes to reduce wrong-way movements (see Figure 2B-17).

Support:

An arrow at the downstream end of a turn lane can help to prevent wrong way movements.

Standard:

Where through traffic lanes approaching an intersection become mandatory turn lanes, lane-use arrow markings (see Figure 3B-24) shall be used and shall be accompanied by standard signs.

Guidance:

Where through lanes approaching an intersection become mandatory turn lanes, ONLY word markings (see Figure 3B-23) should be used in addition to the required lane-use arrow markings and signs (see Sections 2B.19 and 2B.20). Where through lanes become mandatory turn lanes, signs or These markings and signs should be placed well in advance of the turn and should be repeated as necessary to prevent entrapment and to help the road user select the appropriate lane in advance of reaching a queue of waiting vehicles (see Drawing A of Figure 3B-11).

Option:

On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.

Guidance:

A two-way left-turn lane-use arrow pavement marking, with opposing arrows spaced as shown in Figure 3B-7, should be used at or just downstream from the beginning of a two-way left-turn lane.

Option:

Additional two-way left-turn lane-use arrow markings may be used at other locations along a two-way left-turn lane where engineering judgment determines that such additional markings are needed to emphasize the proper use of the lane.

Standard:

A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.

Lane-use, lane-reduction, and wrong-way arrow markings shall be designed as shown in Figure 3B-24 and in the "Standard Highway Signs and Markings" book (see Section 1A.11).

Option:

Lane-use arrow markings (see Figure 3B-21) may be used to convey either guidance or mandatory messages.

The ONLY word marking (see Figure 3B-23) may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement (see Figure 3B-27) or to supplement a preferential lane word or symbol marking (see Section 3D.01).

Standard:

The ONLY word marking shall not be used in a lane that is shared by more than one movement.

Guidance:

In situations Where a lane-reduction transition occurs on a roadway with a speed limit of 45 mph or more, the lane-reduction arrow markings shown in Drawing F in Figure 3B-24 may should be used (see Figure 3B-14). Except for acceleration lanes, where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, the lane-reduction arrow markings shown in Drawing f in Figure 3B-24 should be used if determined to be appropriate based on engineering judgment.

Option:

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

Guidance:

Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see Figure 2B-18).

Option:

The wrong-way arrow markings shown in Drawing D in Figure 3B-24 may be placed near the downstream terminus of a ramp as shown in Figures 2B-18 and 2B-19, or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.

Section 3B.20 3B.21 Speed Measurement Markings

Support:

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

Standard:

Speed measurement markings, if used, shall be white, and shall not be greater than 24 inches in width.

Option:

Speed measurement markings may extend 24 inches on either side of the centerline center line or 24 inches on either side of edge line markings at 1/4-mile intervals over a 1-mile length of roadway. When paved shoulders of sufficient width are available, the speed measurements markings may be placed entirely on these shoulders (see Drawing A of Figure 3B-10). Advisory signs may be used in conjunction with these markings (see Figure 3B-10).

Section 3B.22 Speed Reduction Markings

Support:

Speed reduction markings (see Figure 3B-28) are transverse markings that are placed on the roadway within a lane (along both edges of the lane) in a pattern of progressively reduced spacing to give drivers the impression that their speed is increasing. These markings might be placed in advance of an unexpectedly severe horizontal or vertical curve or other roadway feature where drivers need to decelerate prior to reaching the feature and where the desired reduction in speeds has not been achieved by the installation of warning signs and/or other traffic control devices.

Guidance:

If used, speed reduction markings should be reserved for unexpected curves and should not be used on long tangent sections of roadway or in areas frequented mainly by local or familiar drivers, (e.g., school zones). If used, speed reduction markings should supplement the appropriate warning signs and other traffic control devices and should not substitute for these devices.

Standard:

If used, speed reduction markings shall be a series of white transverse lines on both sides of the lane that are perpendicular to the center line, edge line, or lane line. The longitudinal spacing between the markings shall be progressively reduced from the upstream to the downstream end of the marked portion of the lane.

Guidance:

Speed reduction markings should not be greater than 12 inches in width, and should not extend more than 18 inches into the lane.

Standard:

Speed reduction markings shall not be used in lanes that do not have a longitudinal line (center line, edge line, or lane line) on both sides of the lane.

Section 3B.21 3B.23 Curb Markings

Support:

Curb markings are most often used to indicate parking regulations or to delineate the curb.

Standard:

Signs shall be used with curb markingsWhere curbs are marked to convey parking regulations in those areas where curb markings are frequently obliterated obscured by snow and ice accumulation, signs shall be used with the curb markings except as provided in Paragraph 4 unless the no-parking zone is controlled by statute or local ordinance.

Guidance:

Except as noted provided in the Option Paragraph 4, when curb markings are used without signs to convey parking regulations, a legible word marking regarding the regulation (such as "No Parking" or "No Standing") should be placed on the curb.

Option:

Curb markings without word markings or signs may be used to convey a general prohibition by statute of parking within a specified distance of a stop sign, YIELD sign, driveway, fire hydrant, or crosswalk.

Local highway agencies may prescribe special colors for curb markings to supplement standard signs for parking regulation.

Support:

Since yellow and white curb markings are frequently used for curb delineation and visibility, it is advisable to establish parking regulations through the installation of standard signs (see Sections 2B.46 through 2B.48).

Standard:

Where curbs are marked for delineation or visibility purposes, the colors shall conform to comply with the general principles of markings (see Section 3A.05).

Guidance:

Retroreflective solid yellow markings should be placed on the noses approach ends of raised medians and curbs of islands that are located in the line of traffic flow where the curb serves to channel traffic to the right of the obstruction.

Retroreflective solid white markings should be used when traffic may is permitted to pass on either side of the island.

Support:

Where the curbs of the islands become parallel to the direction of traffic flow, it is not necessary to mark the curbs unless an engineering study indicates the need for this type of delineation.

Curbs at openings in a continuous median island need not be marked unless an engineering study indicates the need for this type of marking.

Option:

Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed as of raised medians and curbs of islands, as a supplement to or substitute for retroreflective curb markings used for delineation.

Section 3B.22 Preferential Lane Word and Symbol Markings text relocated to Chapter 3D

Section 3B.23 Preferential Lane Longitudinal Markings for Motor Vehicles text relocated to Chapter 3D

Section 3B.24 Chevron and Diagonal Crosshatch Markings

Option:

Chevron and diagonal crosshatch markings may be used to discourage travel on certain paved areas, such as shoulders, gore areas, flush median areas between solid double yellow center line markings or between white channelizing lines approaching obstructions in the roadway (see Section 3B.10 and Figure 3B-15), between solid double yellow center line markings forming flush medians or channelized travel paths at intersections (see Figures 3B-2 and 3B-5), buffer spaces between preferential lanes and general-purpose lanes (see Figures 3D-2 and 3D-4), and at grade crossings (see Part 8).

Standard:

When crosshatch markings are used in paved areas that separate traffic flows in the same general direction, they shall be white and they shall be shaped as chevron markings, with the point of each chevron facing toward approaching traffic, as shown in Figure 3B-8, Drawing A of Figure 3B-9, Figure 3B-10, and Drawing C of Figure 3B-15.

When crosshatch markings are used in paved areas that separate opposing directions of traffic, they shall be yellow diagonal markings that slant away from traffic in the adjacent travel lanes, as shown in Figures 3B-2 and 3B-5 and Drawings A and B of Figure 3B-15.

When crosshatch markings are used on paved shoulders, they shall be diagonal markings that slant away from traffic in the adjacent travel lane. The diagonal markings shall be yellow when used on the left-hand shoulders of the roadways of divided highways and on the left-hand shoulders of one-way streets or ramps. The diagonal markings shall be white when used on right-hand shoulders.

Guidance:

The chevrons and diagonal lines used for crosshatch markings should be at least 12 inches wide for roadways having a posted or statutory speed limit of 45 mph or greater, and at least 8 inches wide for roadways having posted or statutory speed limit of less than 45 mph. The longitudinal spacing of the chevrons or diagonal lines should be determined by engineering judgment considering factors such as speeds and desired visual impacts. The chevrons and diagonal lines should form an angle of approximately 30 to 45 degrees with the longitudinal lines that they intersect.

Section 3B.24 Markings for Roundabout Intersections text relocated to Chapter 3C

Section 3B.25 Markings for Other Circular Intersections text relocated to Chapter 3C

Section 3B.26 3B.25 Speed Hump Markings

Option:

Speed humps, except those used for crosswalks, may be marked in accordance with Figure 3B-29. The markings shown in Figure 3B-30 may be used where the Speed hump also functions as a crosswalk or speed table.

Standard:

If used, speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in Figure 3B-29. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in Figure 3B-30.

Section 3B.27 3B.26 Advance Speed Hump Markings

Option:

Advance speed hump markings (see Figure 3B-31) may be used in advance of an speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.

Advance pavement wording such as BUMP or HUMP (see Section 3B.20) may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in conformance compliance with Section 2C.29.

Standard:

If used, advance speed hump markings are used, they shall be a special series of eight white marking 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the placed in advance of speed humps or other engineered vertical roadway deflections such as dips. If advance markings are used, they shall comply with the detailed design shown in Figure 3B-31.

Guidance:

If used, advance speed hump markings should be installed in each approach lane.

CHAPTER 3C. OBJECT MARKERS relocated to Chapter 2C

CHAPTER 3C. ROUNDABOUT MARKINGS edited from Sections 3B.24 and 3B.25

Section 3B.24 3C.01 Markings for Roundabout Intersections General

Support:

Roundabout intersections are distinctive circular roadways that have the following three critical characteristics:

A requirement to yield at entry which gives a vehicle on the circular roadway the right-of-way,
A deflection of the approaching vehicle around the central island, and
A flare or widening of the approach to allow for proper operation as needed.

Support:

A roundabout (see definition in Section 1A.13) is a specific type of circular intersection designed to control speeds and having specific traffic control features.

Guidance:

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

Markings on the approaches to a roundabout and on the circular roadway should be compatible with each other to provide a consistent message to road users and should facilitate movement through the roundabout such that vehicles do not have to change lanes within the circulatory roadway in order to exit the roundabout in a given direction.

Support:

Figure 3C-1 provides an example of the pavement markings for approach and circulatory roadways at a roundabout. Figure 3C-2 shows the options that are available for lane-use pavement marking arrows on approaches to roundabouts. Figures 3C-3 through 3C-14 illustrate examples of markings for roundabouts intersections are shown in Figures 3B-27 and 3B-28 of various geometric and lane-use configurations.

Traffic control signals or pedestrian hybrid beacons (see Part 4) are sometimes used at roundabouts to facilitate the crossing of pedestrians or to meter traffic.

Section 8C.12 contains information about roundabouts that contain or are in close proximity to grade crossings.

Section 3C.02 White Lane Line Pavement Markings for Roundabouts

Standard:

Multi-lane approaches to roundabouts shall have lane lines.

A through lane on a roadway that becomes a dropped lane (mandatory turn lane) at a roundabout shall be marked with a dotted white lane line in accordance with Section 3B.04.

Guidance:

Lane lines may be used on the circular roadway if there is more than one lane. Multi-lane roundabouts should have lane line markings within the circulatory roadway to channelize traffic to the appropriate exit lane.

Standard:

Continuous concentric lane lines shall not be used within the circulatory roadway of roundabouts.

Bicycle lane markings shall not be provided on the circular roadway of a roundabout intersection.

Support:

Section 9C.04 contains information regarding bicycle lane markings at roundabouts.

Section 3C.03 Edge Line Pavement Markings for Roundabout Circulatory Roadways

Guidance:

A white edge line should be used on the outer (right-hand) side of the circularcirculatory roadway.

Where a white edge line is used for the circulatory roadway, it should be as follows (see Figure 3C-1):

A solid line along adjacent to the splitter island, and
A wide dotted line across the lane(s) entering the roundabout intersection.

Standard:

Edge lines and edge line extensions should shall not be placed across the exits from the circularcirculatory roadway at roundabouts.

Option:

A yellow edge line may be placed around the inner (left-hand) edge of the circularcirculatory roadway (see Figure 3C-1) and may be used to channelize traffic (see Drawing B of Figure 3C-4).

Section 3C.04 Yield Lines for Roundabouts

Option:

A yield line (see Section 3B.16) may be used to indicate the point behind which vehicles are required to yield at the entrance to a roundabout intersection (see Figure 3C-1).

Section 3C.05 Crosswalk Markings at Roundabouts

Standard:

Pedestrian crosswalks shall not be marked to or from the central island of roundabouts.

Guidance:

If pedestrian facilities are provided, crosswalks (see Section 3B.18) should be marked across roundabout entrances and exits to indicate where pedestrians are intended to cross.

Where crosswalk markings are used, these markings should be located a minimum of 25 feet upstream from the yield line, or, if none, from the dotted white line. Crosswalks should be a minimum of 20 feet from the edge of the circulatory roadway.

Support:

Various arrangements of crosswalks at roundabouts are illustrated in the figures in this Chapter.

Section 3C.06 Word, Symbol, and Arrow Pavement Markings for Roundabouts

Option:

Lane-use arrows may be used on any approach to and within the circulatory roadway of any roundabout.

YIELD (word) and YIELD AHEAD (symbol or word) pavement markings (see Figure 3C-1) may be used on approaches to roundabouts.

Word and/or route shield pavement markings may be used on an approach to or within the circulatory roadway of a roundabout to provide route and/or destination guidance information to road users (see Figure 3C-14).

Guidance:

Within the circulatory roadway of multi-lane roundabouts, normal lane-use arrows (see Section 3B.20 and Figure 3B-24) should be used.

On multi-lane approaches with double left-turn and/or double right-turn lanes, lane-use arrows as shown in Figures 3C-7 and 3C-8 should be used.

Option:

If used on approaches to a roundabout, lane-use arrows may be either normal or fish-hook arrows, either with or without an oval symbolizing the central island, as shown in Figure 3C-2.

Section 3B.25 3C.07 Markings for Other Circular Intersections

Support:

Other circular intersections include, but are not limited to, rotaries, traffic circles, and residential traffic calming designs.

Option:

The markings shown in Figures 3B-27 and 3B-28this Chapter may be used at other circular intersections when if engineering judgment indicates that their presence will benefit drivers, or pedestrians, or other road users.

CHAPTER 3D. MARKINGS FOR PREFERENTIAL LANES

Section 3B.22 3D.01 Preferential Lane Word and Symbol Markings

Support:

Preferential lanes identify are established for one or more of a wide variety of special uses, including, but not limited to, high-occupancy vehicle (HOV) lanes, ETC lanes, high-occupancy toll (HOT) lanes, bicycle lanes, bus only lanes, taxi only lanes, and light rail transit only lanes.

Standard:

When a lane is assigned full or part time to a particular class or classes of vehicles, the preferential lane word and symbol markings described in this Section and the preferential lane longitudinal markings described in Section 3D.02 shall be used.

All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane shall end where the Preferential Lane Ends (R3-12a or R3-12c) sign (see Section 2G.07) designating the downstream end of the preferential only lane restriction is installed.

Static or changeable message regulatory signs (see Sections 2G.03 to 2G.07) or signals shall be used with preferential lane word or symbol markings.

All preferential lane word and symbol markings shall be white and all preferential lane word and symbol markings shall be positioned laterally in the center of the preferred-use preferential lane. two paragraphs combined into one

Where a preferential lane use is established exists contiguous to a general-purpose lane or is separated from a general-purpose lane by a flush buffered space that can be traversed by motor vehicles, the preferential lane shall be marked with one or more of the following symbol or word markings for the preferential lane use specified:

HOV lane—the preferential lane-use marking for high-occupancy vehicle lanes shall consist of white lines formed in a diamond shape symbol or the word message HOV. The diamond shall be at least 2.5 feet wide and 12 feet in length. The lines shall be at least 6 inches in width.
HOT lane or ETC Account-Only lane—except as provided in Paragraph 8, the preferential lane-use marking for a HOT lane or an ETC Account-Only lane shall consist of a word marking using the name of the ETC payment system required for use of the lane, such as E-Z PASS ONLY.
Bicycle lane—the preferential lane-use marking for a bicycle lane shall consist of a bicycle symbol or the word marking BIKE LANE (see Chapter 9C and Figures 9C-1 and 9C-3 through 9C-6).
Bus only lane—the preferential lane-use marking for a bus only lane shall consist of the word marking BUS ONLY.
Taxi only lane—the preferential lane-use marking for a taxi only lane shall consist of the word marking TAXI ONLY.
Light rail transit lane—the preferential lane-use marking for a light rail transit lane shall consist of the letter T the word marking LRT ONLY.
Other type of preferential lane—the preferential lane-use markings shall be identified in accordance with Section 3B.23 consist of a word marking appropriate to the restriction.

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

Option:

Preferential lane-use symbol or word markings may be omitted at toll plazas where physical conditions preclude the use of the markings (see Section 3E.01).

Support Guidance:

The spacing of the markings is an should be based on engineering judgment that is based on considers the prevailing speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user.

Support:

Markings spaced as close as 80 feet apart might be appropriate on city streets, while markings spaced as far as 1,000 feet apart might be appropriate for freeways.

Guidance:

In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as "EXIT" or "EXIT ONLY") in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered.

Option:

A numeral indicating the vehicle occupancy requirements established for a high-occupancy vehicle lane may be included in sequence after the diamond symbol or HOV word message.

Guidance:

Engineering judgment should determine the need for supplemental devices such as tubular markers, traffic cones, or flashing lights other channelizing devices (see Chapter 3H).

Section 3B.23 3D.02 Preferential Lane Longitudinal Markings for Motor Vehicles

Support:

Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or physicallybuffer-separated from the other travel adjacent general-purpose lanes by a barrier, median, or painted neutral area, or they might be concurrent contiguous with other travel the adjacent general-purpose lanes and be separated only by longitudinal pavement markings. Further, Physically Barrier-separated preferential lanes might be operated in the samea constant direction or be operated asreversible lanes. Some reversible preferential lanes on a divided highway might be operated counter-flow to the direction of traffic on the immediately adjacent general-purpose lanes. See Section 1A.13 for definitions of terms.

Option:

Preferential lanes may might be operated either full-time (24 hours per day on all days), for extended periods of the day, or part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane).

Standard:

The following four itemsLongitudinal pavement markings for preferential lanes shall be as follows (these same requirements are presented in tabular form in Table 3D-1):

Physically Barrier-separated, non-reversible preferential lane—the longitudinal pavement markings for preferential lanes that are physically separated from the other travel lanes by a barrier, or median, or painted neutral area shall consist of a single normal solid single yellow line at the left-hand edge of the travel lane(s), and a single normal solid single white line at the right-hand edge of the travel lane(s), and if there are two or more preferential lanes, the preferential travel lanes shall be separated with a normal broken white line (see Drawing A in Figure 3D-1).
Physically Barrier-separated, reversible preferential lane—the longitudinal pavement markings for reversible preferential lanes that are physically separated from the other travel lanes by a barrier, or median, or painted neutral area shall consist of a single normal solid single white line at both edges of the travel lane(s), and if there are two or more preferential lanes, the preferential travel lanes shall be separated with a normal broken white line (see Drawing B in Figure 3D-1)
Buffer-separated (left-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the left-hand side of and separated from the other travel lanes by a neutral buffer space shall consist of a normal solid single yellow line at the left-hand edge of the preferential travel lane(s) and one of the following at the right-hand edge of the preferential travel lane(s):
1. A wide solid double white line along both edges of the buffer space where crossing the buffer space is prohibited (see Drawing A in Figure 3D-2).
2. A wide solid single white line along both edges of the buffer space where crossing the buffer space is discouraged (see Drawing B in Figure 3D-2).
3. A wide broken single white line along both edges of the buffer space, or a wide broken single white lane line within the allocated buffer space (resulting in wider lanes), where crossing the buffer space is permitted (see Drawing C in Figure 3D-2).
Buffer-separated (right-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the right-hand side of and separated from the other travel lanes by a neutral buffer space shall consist of a normal solid single white line at the right-hand edge of the preferential travel lane(s) if warranted (see Section 3B.07) and one of the following at the left-hand edge of the preferential travel lane(s) (see Drawing D in Figure 3D-2):
1. A wide solid double white line along both edges of the buffer space where crossing the buffer space is prohibited.
2. A wide solid single white line along both edges of the buffer space where crossing of the buffer space is discouraged.
3. A wide broken single white line along both edges of the buffer space, or a wide broken single white line within the allocated buffer space (resulting in wider lanes), where crossing the buffer space is permitted.
4. A wide dotted single white lane line within the allocated buffer space (resulting in wider lanes) where crossing the buffer space is permitted for any vehicle to perform a right-turn maneuver.
Concurrent flow Contiguous (left-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the left-hand side of and contiguous to the other travel lanes shall consist of a single normal solid single yellow line at the left-hand edge of the preferential travel lane(s) and one of the following at the right-hand edge of the preferential travel lane(s):
1. A wide solid double solid wide white lane line where crossing is prohibited (see Drawing A in Figure 3D-3).
2. A single solid wide solid single white lane line where crossing is discouraged (see Drawing B in Figure 3D-3).
3. A single broken wide solid single white lane line where crossing is permitted (see Drawing C in Figure 3D-3).
  
  If there are two or more preferential lanes, the preferential travel lanes shall be separated with a normal broken white line.
Concurrent flow Contiguous (right-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the right-hand side of and contiguous to the other travel lanes shall consist of a single normal solid single white line at the right-hand edge of the preferential travel lane(s) if warranted (see Section 3B.07) and one of the following at the left-hand edge of the preferential travel lane(s) (see Drawing D in Figure 3D-3):
1. A double solid wide solid double white lane line where crossing is prohibited.
2. A single solid wide solid single white lane line where crossing is discouraged.
3. A single broken wide broken single white lane line where crossing is permitted.
4. A single dottednormal wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver.
  
  If there are two or more preferential lanes, the preferential travel lanes shall be separated with a normal broken white line.

Guidance:

When concurrent flow Where preferential lanes and other travel lanes are separated by more a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see Section 3B.24)should be placed in the neutral buffer area (see Drawing A in Figure 3D-2). The chevron spacing should be 100 feet or greater.

Option:

For If a full-time or part-time concurrent flow contiguous preferential lanes, the spacing or skip pattern of the is separated from the other travel lanes by a single broken wide broken single white line (see Drawing C in Figure 3D-3), the spacing or skip pattern of the line may be reduced. and the width of the single broken wide white line may be increased.

Standard:

If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal broken white lines.

Preferential lanes longitudinal markings for motor vehicles shall also be marked with the appropriate word or symbol pavement markings in accordance with Section 3D.01 and shall have appropriate regulatory signs in accordance with Sections 2G.03 through 2G.07.

Guidance:

At direct exits from a preferential lane, dotted white line markings should be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers.

Standard:

On a divided highway, a part-time counter-flow preferential lane that is contiguous to the travel lanes in the opposing direction shall be separated from the opposing direction lanes by the standard reversible lane longitudinal marking, a normal width broken double yellow line (see Section 3B.03 and Drawing A of Figure 3D-4). If a buffer space is provided between the part-time counter-flow preferential lane and the opposing direction lanes, a normal width broken double yellow line shall be placed along both edges of the buffer space (see Drawing B of Figure 3D-4). Signs (see Section 2B.26), lane-use control signals (see Chapter 4M), or both shall be used to supplement the reversible lane markings.

On a divided highway, a full-time counter-flow preferential lane that is contiguous to the travel lanes in the opposing direction shall be separated from the opposing direction lanes by a solid double yellow center line marking (see Drawing C of Figure 3D-4). If a buffer space is provided between the full-time counter-flow preferential lane and the opposing direction lanes, a normal width solid double yellow line shall be placed along both edges of the buffer space (see Drawing D of Figure 3D-4).

Option:

Cones, tubular markers, or other channelizing devices (see Chapter 3H) may also be used to separate the opposing lanes when a counter-flow preferential lane operation is in effect.

CHAPTER 3E. MARKINGS FOR TOLL PLAZAS

Section 3E.01 Markings for Toll Plazas

Support:

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

Standard:

When a lane on the approach to a toll plaza is restricted to use only by vehicles with registered ETC accounts, the ETC Account-Only lane word markings described in Section 3D.01 and the preferential lane longitudinal markings described in Section 3D.02 shall be used. When one or more ORT lanes that are restricted to use only by vehicles with registered ETC accounts bypass a mainline toll plaza on a separate alignment, these word markings and longitudinal markings shall be used on the approach to the point where the ORT lanes diverge from the lanes destined for the mainline toll plaza.

Option:

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

Guidance:

If an ORT lane that is immediately adjacent to a mainline toll plaza is not separated from adjacent cash payment toll plaza lanes by a curb or barrier, then channelizing devices (see Section 3H.01), and/or longitudinal pavement markings that discourage or prohibit lane changing should be used to separate the ORT lane from the adjacent cash payment lane. This separation should begin on the approach to the mainline toll plaza at approximately the point where the vehicle speeds in the adjacent cash lanes drop below 30 mph during off-peak periods and should extend downstream beyond the toll plaza approximately to the point where the vehicles departing the toll plaza in the adjacent cash lanes have accelerated to 30 mph.

Option:

For a toll plaza approach lane that is restricted to use only by vehicles with registered ETC accounts, the solid white lane line or edge line on the right-hand side of the ETC Account-Only lane and the solid white lane line or solid yellow edge line on the left-hand side of the ETC Account-Only lane may be supplemented with purple solid longitudinal markings placed contiguous to the inside edges of the lines defining the lane.

Standard:

If used, the purple solid longitudinal marking described in the previous paragraph shall be a minimum of 3 inches in width and a maximum width equal to the width of the line it supplements, and ETC Account-Only preferential lane word markings (see Section 3D.01) shall be installed within the lane.

Toll booths and the islands on which they are located are considered to be obstructions in the roadway and they shall be provided with markings that comply with the provisions of Section 3B.10 and Chapter 3G.

Option:

Longitudinal pavement markings may be omitted alongside toll booth islands between the approach markings and any departure markings.

CHAPTER 3D 3F. DELINEATORS

Section 3D.01 3F.01 Delineators

Support:

Delineators are particularly beneficial at locations where the alignment might be confusing or unexpected, such as at lane-reduction transitions and curves. Delineators are effective guidance devices at night and during adverse weather. An important advantage of delineators in certain locations is that they remain visible when the roadway is wet or snow covered.

Delineators are considered guidance devices rather than warning devices.

Option:

Delineators may be used on long continuous sections of highway or through short stretches where there are changes in horizontal alignment.

Section 3D.02 3F.02 Delineator Design

Standard:

Delineators shall be retroreflective devices mounted above the roadway surface and along the side of the roadway in a series to indicate the alignment of the roadway. Delineators shall consist of retroreflector units retroreflective devices that are capable of clearly retroreflecting light under normal atmospheric conditions from a distance of 1,000 feet when illuminated by the high beams of standard automobile lights.

Retroreflective elements for delineators shall have a minimum dimension of 3 inches.

Support:

Within a series of delineators along a roadway, delineators for a given direction of travel at a specific location are referred to as single delineators if they have one retroreflective element for that direction, double delineators if they have two identical retroreflective elements for that direction mounted together, or vertically elongated delineators if they have a single retroreflective element with an elongated vertical dimension to approximate the vertical dimension of two separate single delineators.

Option:

A vertically elongated retroreflective units delineator of appropriate size may be used in place of two retroreflectors mounted as a unit a double delineator.

Section 3D.03 3F.03 Delineator Application

Standard:

The color of delineators shall conform to comply with the color of edge lines stipulated in Section 3B.06.

A series of single delineators shall be provided on the right-hand side of freeways and expressways and on at least one side of interchange ramps, except in the following cases when either Condition A or Condition B is met, as follows:

On tangent sections of freeways and expressways when all both of the following conditions are met:
1. Raised pavement markers are used continuously on lane lines throughout all curves and on all tangents to supplement pavement markings., and
2. Where whole routes or substantial portions of routes have large sections of tangent alignment. 3. Roadside delineators are used to lead into all curves.
On sections of roadways where continuous lighting is in operation between interchanges.

Option:

Delineators may be provided on other classes of roads. A series of single delineators may be provided on the left-hand side of roadways.

Standard:

Delineators on the left-hand side of a two-way roadway shall be white (see Figure 3F-1).

Guidance:

A series of single delineators should be provided on the outside of curves on interchange ramps.

Where median crossovers are provided for official or emergency use on divided highways and where these crossovers are to be marked, a double yellow delineator should be placed on the left-hand side of the through roadway on the far side of the crossover for each roadway.

Double or vertically elongated delineators should be installed at 100-foot intervals along acceleration and deceleration lanes.

A series of delineators should be used wherever guardrail or other longitudinal barriers are present along a roadway or ramp.

Option:

Red delineators may be used on the reverse side of any delineator where it would be viewed by a road user traveling in the wrong direction on that particular ramp or roadway.

Delineators of the appropriate color may be used to indicate a lane-reduction transition where either an outside or inside lane merges into an adjacent lane.

Guidance:

When used for lane-reduction transitions, the delineators should be used installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced to show the reduction (see Figure 3B-14).

Support:

Delineators are not necessary for traffic moving in the direction of a wider pavement or on the side of the roadway where the alignment is not affected by the lane-reduction transition.

Guidance:

On a highway with continuous delineation on either or both sides, delineators should be carried through transitions.

Option:

On a highway with continuous delineation on either or both sides, the spacing between a series of delineators may be closer.

Standard:

When used on a truck escape ramp, delineators shall be red.

Guidance:

Red delineators should be placed on both sides of truck escape ramps. The delineators should be spaced at 50-foot intervals for a distance sufficient to identify the ramp entrance. Delineator spacing beyond the ramp entrance should be adequate for guidance according to the length and design of the escape ramp.

Section 3D.04 3F.04 Delineator Placement and Spacing

Guidance:

Delineators should be mounted on suitable supports so that at a mounting height, measured vertically from the top bottom of the highest lowest retroreflector retroreflective device to the elevation of the near edge of the roadway, is of approximately 4 feet above the near roadway edge.

Option:

When mounted on the face of or on top of guardrails or other longitudinal barriers, delineators may be mounted at a lower elevation than the normal delineator height recommended in Paragraph 1.

Guidance:

They Delineators should be placed 2 to 8 feet outside the outer edge of the shoulder, or if appropriate, in line with the roadside barrier that is 8 feet or less outside the outer edge of the shoulder.

Delineators should be placed at a constant distance from the edge of the roadway, except that where an obstruction intrudes into the space between the pavement edge and the extension of the line of the delineators, the delineators should be transitioned to be in line with or inside the innermost edge of the obstruction. If the obstruction is a guardrail or other longitudinal barrier, the delineators should be transitioned to be either just behind, directly above (in line with), or on the innermost edge of the guardrail or longitudinal barrier.

Delineators should be spaced 200 to 530 feet apart on mainline tangent sections. Delineators should be spaced 100 feet apart on ramp tangent sections.

Support:

Examples of delineator installations are shown in Figure 3F-1.

Option:

When uniform spacing is interrupted by such features as driveways and intersections, delineators which would ordinarily be located within the features may be relocated in either direction for a distance not exceeding one quarter of the uniform spacing. Delineators still falling within such features may be eliminated.

Delineators may be transitioned in advance of a lane transition or obstruction as a guide for oncoming traffic.

Guidance:

The spacing of delineators should be adjusted on approaches to and throughout horizontal curves so that several delineators are always simultaneously visible to the road user. The approximate spacing shown in Table 3F-1 should be used.

Option:

When needed for special conditions, delineators of the appropriate color may be mounted in a closely-spaced manner on the face of or on top of guardrails or other longitudinal barriers to form a continuous or nearly continuous "ribbon" of delineation.

CHAPTER 3E 3G. COLORED PAVEMENTS

Section 3E.01 3G.01 General

Support:

Colored pavements consist of differently colored road paving materials, such as colored asphalt or concrete, or paint or other marking materials applied to the surface of a road or island to simulate a colored pavement.

When used for guidance or regulation of traffic, colored pavements are traffic control devices.If non-retroreflective colored pavements, including bricks and other types of patterned surfaces,also are sometimes is used to supplement other traffic control devices as a purely aesthetic treatment and is not intended to communicate a regulatory, warning, or guidance message to road users, the colored pavement is not considered to be a traffic control device, even if it is located between the lines of a crosswalk.

Colored pavement located between crosswalk lines to emphasize the presence of the crosswalk is not considered to be a traffic control device.

Standard:

If colored pavements is used as within the traveled way, on flush or raised islands, or on shoulders to regulate, warn, or guide traffic or if retroreflective colored pavement is used, the colored pavement is considered to be a traffic control devices and shall be limited to the following colors and applications:

Yellow pavement color shall be used only for flush or raised median islands separating traffic flows in opposite directions or for left-hand shoulders of roadways of divided highways or one-way streets or ramps.
White pavement color shall be used for delineation on shoulders, and for flushed or raised channelizing islands where traffic passes on both sides in the same general direction or for right-hand shoulders.

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

Guidance:

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

Colored pavement located between crosswalk lines should not usecolors or patterns that degrade the contrast of white crosswalk lines, or that might be mistaken by road users as a traffic control application, should not be used for colored pavement located between crosswalk lines.

CHAPTER 3F 3H. BARRICADES AND barricades relocated to Section 2B.67CHANNELIZING DEVICES USED FOR EMPHASIS OF PAVEMENT MARKING PATTERNS

Section 3F.02 3H.01 Channelizing Devices

Option:

Channelizing devices, as described in Sections 6F.63 through 6F.73, and 6F.75, and as shown in Figure 6F-7, such as traffic cones, and tubular markers, vertical panels, drums, lane separators, and raised islands, may be used for general traffic control purposes such as adding emphasis to reversible lane delineation, channelizing lines, or islands. Channelizing devices may also be used along a center line to preclude turns or along lane lines to preclude lane changing, as determined by engineering judgment.

Standard:

Except for color, the design of channelizing devices, including but not limited to retroreflectivity, minimum dimensions, and mounting height, shall conform to comply with the provisions ofSection 6F.58 Chapter 6F and shall be a minimum of 18 inches in height.

The minimum height of cones shall be 28 inches for use on freeways and other high-speed roadways, and on all facilities when used during hours of darkness or whenever more conspicuous guidance is needed.

The color of channelizing devices used outside of temporary traffic control zones shall be either orange or the same color as the pavement marking that they supplement, or for which they are substituted.

For nighttime use, channelizing devices shall be retroreflective (as described in Part 6) or internally illuminated. On channelizing devices used outside of temporary traffic control zones, retroreflective sheeting or bands shall be white if the devices separate traffic flows in the same direction and shall be yellow if the devices separate traffic flows in the opposite direction or are placed along the left-hand edge line of a one-way roadway or ramp.

Retroreflective material shall have a smooth, sealed outer surface that will display a similar color during both day and night.replaced by reference to Chapter 6F in Paragraph 2

Retroreflection of cones shall be provided by a minimum 6-inch white band placed a minimum of 3 inches but no more than 4 inches from the top.replaced by reference to Chapter 6F in Paragraph 2

When 28-inch or larger size cones are used, the standard 6-inch band shall be supplemented with an additional 4-inch white band spaced a minimum of 2 inches below the 6-inch band.replaced by reference to Chapter 6F in Paragraph 2

Retroreflection of tubular markers shall be a minimum of two 3-inch white bands placed a maximum of 2 inches from the top with a maximum of 6 inches between the bands.replaced by reference to Chapter 6F in Paragraph 2

Guidance:

Channelizing devices should be kept clean and bright to maximize target value.

CHAPTER 3G 3I. ISLANDS

Section 3G.01 3I.01 General

Support:

This Chapter 3I addresses the characteristics of islands (see definition in Section 1A.13) as traffic-control devices. Criteria for the design of islands are set forth in "A Policy on Geometric Design of Highways and Streets" (see Section 1A.11).

Standard:

An island for traffic control purposes shall be the defined area between traffic lanes for control of vehicular movements or for pedestrian refuge. Within an intersection area, a median or an outer separation shall be an island.

Option:

An island may be designated by curbs, pavement edges, pavement markings, channelizing devices, curbs, pavement edges, or other devices.

Section 3G.02 3I.02 Approach-End Treatment

Guidance:

The ends of islands first approached by traffic should be preceded by a gradually diverging longitudinal pavement markings on the roadway surface, to guide vehicles into desired paths of travel along the island edge.

Option Support:

The neutral area between approach-end markings that can be readily crossed even at considerable speed may sometimes contains slightly raised (usually less than 1 inch high) sections of coarse aggregate or other suitable materials to create rumble sections that provide increased visibility of the marked areas and that produce an audible warning to road users traveling across them. For additional discouragement to driving in the neutral area, bars or buttons projecting 1 to 3 inches above the pavement surface are sometimes placed in the neutral area. These bars or buttons are designed so that any wheel encroachment within the area will be obvious to the vehicle operator, but will result in only minimal effects on control of the vehicle. Such bars or buttons are sometimes preceded by rumble sections or their height is gradually increased as approached by traffic.

Guidance:

When raised bars or buttons are used in these neutral areas, they should be marked with white or yellow retroreflective materials, as determined by the direction or directions of travel they separate. relocated from Section 3G.03

Standard:

Rumble strips or other Channelizing devices, when used in advance of islands having raised curbs, shall not be placed in such a manner as to constitute an unexpected obstacle.

Guidance:

Bars or buttons should not project more than 1 to 3 inches above the pavement surface and should be designed so that any wheel encroachment within the area will be obvious to the vehicle operator, but will not result in loss of control of the vehicle. incorporated into the above Support paragraph

Option:

Bars or buttons may be preceded by rumble sections, or their height may be gradually increased as approached by traffic. incorporated into the above Support paragraph

Pavement markings may be used with raised bars to better designate the island area.

Section 3G.03 3I.03 Island Marking Application

Standard:

Markings, as related to islands, shall consist only of pavement and curb markings, object markers, channelizing devices, and delineators.

Guidance:

On the approach to islands, the triangular neutral area in advance of the end of the island shall include Pavement markings as described in Section 3B.10 for the approach to an obstruction may be omitted on the approach to a particular island based on engineering judgment.

Option:

As indicated in Section 3G.02, rumble sections, or other similar traffic control designs which contrast with the pavement surface, may also be applied in the triangular neutral area in advance of the end of an island.

Section 3G.04 3I.04 Island Marking Colors

Guidance:

Islands outlined by curbs or pavement markings should be marked with retroreflective white or yellow material as determined by the direction or directions of travel they separate (see Section 3A.05).

The retroreflective area should be of sufficient length to denote the general alignment of the edge of the island along which vehicles travel, including the approach nose end, when viewed from the approach to the island.

Option:

On long islands, curb retroreflection may be discontinued such that it does not extend for the entire length of the curb, especially if the island is illuminated or marked with delineators or edge lines.

Section 3G.05 Island Object Markers

Option:

Object markers may be installed alone or in combination with signs (such as KEEP RIGHT, KEEP LEFT, double arrows, or guide signs) located within the island.

Section 3G.06 3I.05 Island Delineators Delineation

Standard:

Delineators installed on islands shall be the same colors as the related edge lines except that, when facing wrong-way traffic, they shall be red (see Section 3F.03).

Each roadway through an intersection shall be considered separately in positioning delineators to assure maximum effectiveness.

Option:

Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed approach ends of raised medians and curbs of islands, as a supplement to or as a substitute for retroreflective curb markings.

Section 3I.06 Pedestrian Islands and Medians

Support:

Raised islands or medians of sufficient width that are placed in the center area of a street or highway can serve as a place of refuge for pedestrians who are attempting to cross at a midblock or intersection location. Center islands or medians allow pedestrians to find an adequate gap in one direction of traffic at a time, as the pedestrians are able to stop, if necessary, in the center island or median area and wait for an adequate gap in the other direction of traffic before crossing the second half of the street or highway. The minimum widths for accessible refuge islands and for design and placement of detectable warning surfaces are provided in the "Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)" (see Section 1A.11).

CHAPTER 3J. RUMBLE STRIP MARKINGS

Section 3J.01 Longitudinal Rumble Strip Markings

Support:

Longitudinal rumble strips consist of a series of rough-textured or slightly raised or depressed road surfaces intended to alert inattentive drivers through vibration and sound that their vehicle has left the travel lane. Shoulder rumble strips are typically installed along the shoulder near the travel lane. On divided highways, rumble strips are sometimes installed on the median side (left-hand side) shoulder as well as on the outside (right-hand side) shoulder. On two-way roadways, rumble strips are sometimes installed along the center line.

This Manual contains no provisions regarding the design and placement of longitudinal rumble strips. The provisions in this Manual address the use of markings in combination with a longitudinal rumble strip.

Option:

An edge line or center line may be located over a longitudinal rumble strip to create a rumble stripe.

Standard:

The color of an edge line or center line associated with a longitudinal rumble stripe shall be in accordance with Section 3A.05.

An edge line shall not be used in addition to a rumble stripe that is located along a shoulder.

Support:

Figure 3J-1 illustrates markings used with or near longitudinal rumble strips.

Section 3J.02 Transverse Rumble Strip Markings

Support:

Transverse rumble strips consist of intermittent narrow, transverse areas of rough-textured or slightly raised or depressed road surface that extend across the travel lanes to alert drivers to unusual vehicular traffic conditions. Through noise and vibration, they attract the attention of road users to features such as unexpected changes in alignment and conditions requiring a reduction in speed or a stop.

This Manual contains no provisions regarding the design and placement of transverse rumble strips that approximate the color of the pavement. The provisions in this Manual address the use of markings in combination with a transverse rumble strip.

Standard:

Except as otherwise provided in Section 6F.87 for TTC zones, if the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the transverse rumble strip shall be either black or white.

Guidance:

White transverse rumble strips used in a travel lane should not be placed in locations where they could be confused with other transverse markings such as stop lines or crosswalks.

Previous | Next

Change List for the 2009 Edition of the MUTCD Part 3

CHAPTER 3A. GENERAL

Section 3A.01 Functions and Limitations

Section 3A.02 Standardization of Application

Section 3A.03 Maintaining Minimum Pavement Marking Retroreflectivity

Section 3A.03 3A.04 Materials

Section 3A.04 3A.05 Colors

Section 3A.05 3A.06 Functions, Widths, and Patterns of Longitudinal Pavement Markings

CHAPTER 3B. PAVEMENT AND CURB MARKINGS

Section 3B.01 Yellow Centerline Center Line Pavement Markings and Warrants

Section 3B.02 No-Passing Zone Pavement Markings and Warrants

Section 3B.03 Other Yellow Longitudinal Pavement Markings

Section 3B.04 White Lane Line Pavement Markings and Warrants paragraphs previously in Section 3B.05 have been relocated to this Section

Section 3B.05 Other White Longitudinal Pavement Markings paragraphs previously in this Section have been relocated to Section 3B.04

Section 3B.06 Edge Line Pavement Markings

Section 3B.07 Warrants for Use of Edge Lines

Section 3B.08 Extensions Through Intersections or Interchanges

Section 3B.09 Lane-Reduction Transition Markings

Section 3B.10 Approach Markings for Obstructions

Section 3B.11 Raised Pavement Markers – General

Section 3B.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings

Section 3B.13 Raised Pavement Markers Supplementing Other Markings

Section 3B.14 Raised Pavement Markers Substituting for Pavement Markings

Section 3B.15 Transverse Markings

Section 3B.16 Stop and Yield Lines

Section 3B.17 Do Not Block Intersection Markings

Section 3B.17 3B.18 Crosswalk Markings

Section 3B.18 3B.19 Parking Space Markings

Section 3B.19 3B.20 Pavement Word, and Symbol, and Arrow Markings

Section 3B.20 3B.21 Speed Measurement Markings

Section 3B.22 Speed Reduction Markings

Section 3B.21 3B.23 Curb Markings

Section 3B.22 Preferential Lane Word and Symbol Markings text relocated to Chapter 3D

Section 3B.23 Preferential Lane Longitudinal Markings for Motor Vehicles text relocated to Chapter 3D

Section 3B.24 Chevron and Diagonal Crosshatch Markings

Section 3B.24 Markings for Roundabout Intersections text relocated to Chapter 3C

Section 3B.25 Markings for Other Circular Intersections text relocated to Chapter 3C

Section 3B.26 3B.25 Speed Hump Markings

Section 3B.27 3B.26 Advance Speed Hump Markings

CHAPTER 3C. OBJECT MARKERS relocated to Chapter 2C

CHAPTER 3C. ROUNDABOUT MARKINGS edited from Sections 3B.24 and 3B.25

Section 3B.24 3C.01 Markings for Roundabout Intersections General

Section 3C.02 White Lane Line Pavement Markings for Roundabouts

Section 3C.03 Edge Line Pavement Markings for Roundabout Circulatory Roadways

Section 3C.04 Yield Lines for Roundabouts

Section 3C.05 Crosswalk Markings at Roundabouts

Section 3C.06 Word, Symbol, and Arrow Pavement Markings for Roundabouts

Section 3B.25 3C.07 Markings for Other Circular Intersections

CHAPTER 3D. MARKINGS FOR PREFERENTIAL LANES

Section 3B.22 3D.01 Preferential Lane Word and Symbol Markings

Section 3B.23 3D.02 Preferential Lane Longitudinal Markings for Motor Vehicles

CHAPTER 3E. MARKINGS FOR TOLL PLAZAS

Section 3E.01 Markings for Toll Plazas

CHAPTER 3D 3F. DELINEATORS

Section 3D.01 3F.01 Delineators

Section 3D.02 3F.02 Delineator Design

Section 3D.03 3F.03 Delineator Application

Section 3D.04 3F.04 Delineator Placement and Spacing

CHAPTER 3E 3G. COLORED PAVEMENTS

Section 3E.01 3G.01 General

CHAPTER 3F 3H. BARRICADES AND barricades relocated to Section 2B.67CHANNELIZING DEVICES USED FOR EMPHASIS OF PAVEMENT MARKING PATTERNS

Section 3F.02 3H.01 Channelizing Devices

CHAPTER 3G 3I. ISLANDS

Section 3G.01 3I.01 General

Section 3G.02 3I.02 Approach-End Treatment

Section 3G.03 3I.03 Island Marking Application

Section 3G.04 3I.04 Island Marking Colors

Section 3G.05 Island Object Markers

Section 3G.06 3I.05 Island Delineators Delineation

Section 3I.06 Pedestrian Islands and Medians

CHAPTER 3J. RUMBLE STRIP MARKINGS

Section 3J.01 Longitudinal Rumble Strip Markings

Section 3J.02 Transverse Rumble Strip Markings

Change List for the 2009 Edition of the MUTCD
Part 3