Traffic signs manual: Chapter 5: Road markings

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The spacing of road studs used with double white lines is dealt with in para #5.115.11. The spacing of studs used with centre lines and lane lines is described in tables 4-1, 4-2 and 4-3, and studs used in conjunction with continuous edge lines or with diagram 1010 in table 4-5 and para 10.11. Guidelines on the correct use of regulatory signs prescribed by the traffic signs regulations. These include prohibited turns, waiting and loading restrictions, bus and cycle lanes etc. There is also a comprehensive section dealing with the signing of speed limits. Chapter 4 warning signs (ISBN 9780115524110)

The standard 18 m spacing should be reduced to 9 m on bends with a radius of curvature less than 450 m, or on roads particularly prone to fog and mist or where there is a severe dazzle problem caused by glare from the headlamps of oncoming vehicles. On dual carriageway roads where red, white and amber studs are used, these are normally spaced at 18 m intervals. There may be some minor advantage in offsetting the white lane line studs 9 m longitudinally relative to the red and amber studs. Where red studs are used adjacent to chevron markings, the spacing should be closed up to 3 m centres. Crossings on minor roads close to junctions will tend to restrict the layout of the controlled area markings. To preserve the effectiveness of a junction Give Way or Stop line, the terminal line of the zig-zag markings should not normally be less than 1 m from it. This distance may be reduced to 500 mm if necessary to enable the minimum pattern of markings to be laid. The controlled area should never extend beyond the nearer kerb line of the major road. It should be the aim to provide room for at least one vehicle turning into the minor road to wait at the The markings at equestrian crossings (diagram 1055.2) are similar to those at Pelicans except that a second crossing place is provided for horses (see figure 15-4). Where no facility is required for other users, diagram 1055.1 is used. Paint is best restricted to roads where the markings are not subject to heavy traffic wear. It is particularly suitable for edge lining, for yellow waiting restriction lines and for parking bays as, being thinner than thermoplastic material, it will not interfere with drainage. The ease and safety in handling paint compared to thermoplastic material, its suitability for laying with motorised equipment and the material's low initial cost, makes paint an attractive economic proposition for such applications.

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On dual carriageway roads, amber studs placed adjacent to the central reservation may have red reflectors on the reverse for use when contra-flow working is needed for road maintenance purposes. It is essential that all types of marking should be skid resistant in wet conditions. This is particularly important where the camber or cross fall is steep, and at junctions. The Specification for Highway Works requires a skid resistance value of not less than 45 (sub-clause 1212.3), except in certain locations where the designer may select a value of not less than 55 (sub-clause 1212.6). This higher value should be used for yellow bar markings (see para 11.7) and it would also be appropriate to use it for other markings which might pose a hazard to a braking vehicle.

How sign faces are designed. This chapter does not include the various methods by which signs are constructed and mounted. It supersedes Local Transport Note ‘2/94 directional informatory signs interim design notes’, which was withdrawn in 1997. Chapter 8 (part 1) road works and temporary situations - design (ISBN 9780115530517) The Traffic Signs Regulations and General Directions ( TSRGD) 2016 prescribes the design and condition of use for traffic signs on or near roads in England, Scotland and Wales. Schedule 5 of the TSRGD 2016 covers signs that indicate parking places and areas subject to parking controls. Road markings fall into two categories, those which must be illuminated with retroreflecting material, and those which may be so illuminated (regulation 31). Table [[#table23.1|23-1 lists the diagram numbers of markings which must be reflectorised.Road markings serve a very important function in conveying to road users information and requirements which might not be possible using upright signs. They have the advantage that they can often be seen when a verge-mounted sign is obscured, and, unlike such signs, they can provide a continuing message. Chapter 6 traffic control (ISBN 9780115537448) The Stop line to diagram 1001 indicates the position where traffic must stop when signalled to do so (see also para 3.7). The Stop line must be placed at least 1.7 m and normally not more than 3 m from the studs. This distance may be extended to a maximum of 10 m if necessary (Schedule 4 para 5(3) of the Pedestrian Crossings Regulations). On two-way roads the Stop line extends from the edge to the centre line, and on one-way roads across the full width. All markings, including reflecting road studs, should be inspected at regular intervals both by day and, where appropriate, for reflectance by night. Retroreflectivity of road markings can be measured by static equipment or by dynamic equipment mounted on a vehicle travelling at normal traffic speeds. The traffic signs manual gives guidance on the use of traffic signs and road markings prescribed by the Traffic Signs Regulations and covers England, Wales, Scotland and Northern Ireland. Revised editions of the manual will be published here as they are released. The title of each working drawing reflects the respective Schedule, Part and Item in TSRGD 2016. The part of the title in parentheses refers to the TSRGD 2002 working drawing that it has replaced. Related documents

Initial laboratory requirements for materials are described in BS EN 1790 for preformed markings and BS EN 1871 for directly laid materials. Requirements for drop-on materials (glass beads and anti-skid aggregates) and premix glass beads are dealt with in BS EN 1423 and 1424 respectively. BS EN 1436 specifies several performance levels for properties such as retroreflectivity, skid resistance and durability. Materials will be classified in accordance with the relevant standard following performance testing. In the UK, this will normally be on the basis of laboratory tests to BS EN 1790 or BS EN 1871 as appropriate, and road trials to BS EN 1824. The width of a pedestrian crossing is determined by the pedestrian flow. An extra 0.5 m should be added to the minimum width of 2.4 m for each 125 pedestrians per hour above 600, averaged over the four peak hours, up to the statutory maximum width of 10 m. Cold plastics are supplied in single or multicomponent forms. The product is laid on the carriageway and a cohesive film is formed by chemical action.i) they must be white, silver or light grey in colour and may be laid in road marking material or be conventional non reflective road studs, in which case they must not project above the carriageway by more than 20 mm at their highest point nor more than 6 mm at their edges, The carriageway markings used to indicate the presence of these crossings (see figure 15-2) and their controlled areas are: Warning signs are used to alert drivers to potential danger ahead. They indicate a need for special caution by road users and may require a reduction in speed or some other manoeuvre. This reprinted edition includes 4 minor amendments and addition of Appendix A, note 7. Chapter 5 road markings (ISBN 9780115524790) The length indicated in the first column consists of the controlled area detailed on figures 15-1 and 15-2, excluding the distance between the Stop or Give Way line and the limit of the crossing.

It is not usually necessary to reflectorise waiting restriction lines as they do not normally have a guidance function. However, reflectorisation may be advantageous where such lines are used on the rural outskirts of a town and the road edge is unkerbed, or where a reflectorised edge of carriageway marking immediately precedes such markings. If the yellow lines are reflectorised, any associated parking bays should be also. All obsolete markings and road stud housings, particularly those which may give a misleading indication, should be removed as soon as possible. This is particularly important where new central refuges are installed; the old centre line and any road studs should always be realigned (see table 14-1 for recommended tapers) before the road works signing and guarding is removed. Interactive training courses and educational material, to help you get the most from NBS software tools Where a length in the first column is common to two recommended numbers of marks, the lower number should be adopted. Crossings should normally be positioned at right angles to the carriageway edge. Where this is impracticable, the Give Way or Stop line should as far as possible be at a right angle to the kerb, even if it is then not parallel to the edge of the crossing. This ensures that drivers do not violate the overtaking prohibition when stopping at the line alongside other vehicles.

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The current advice on the design and use of directional informatory signs is published in Local Transport Note ( LTN) 1/94. Also available is the latest list of primary destinations in England (PDF, 64.4KB), which supersedes the information in LTN 1/94. Chapter 3 regulatory signs (ISBN 9780115529252) A comprehensive online collection of construction related standards, regulations, technical advice and articles File:MT736 reproduction.pdf File:MT 801 part 2.pdf File:MT 801 part 3.pdf File:CR26-68 reproduction.pdf File:736 signs.pdf Zig-zag markings are used at Zebra, Pelican, Puffin, Toucan and equestrian crossings, the standard pattern comprising eight 2 m marks. They must not be used at crossings at signalled road junctions. The controlled area over which the Regulations apply extends from the limit of the crossing up to and including the terminal line. The length between the Give Way or Stop line and the terminal line is marked with zig-zags (see figures 15-1 and 15-2). Road markings, including reflecting road studs, must be well maintained if they are to fulfil their purpose. Regulatory markings must be maintained properly if they are to be enforced effectively. Guidance can be found in TD 26 in Volume 8 of the Design Manual for Roads and Bridges (see para 1.4).