book 11 part 1 - direct traffic · ontario traffic manual • march 2000 1 book 11 • markings and...

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11OntarioTrafficManual

March 2000

Pavement, Hazardand Delineation Markings

Ontario Traffic Manual • March 2000 1

Book 11 • Markings and Delineation

OntarioTraffic Manual

Foreword

The purpose of the Ontario Traffic Manual (OTM) isto provide information and guidance fortransportation practitioners and to promoteuniformity of treatment in the design, application andoperation of traffic control devices and systemsacross Ontario. The objective is safe drivingbehaviour, achieved by a predictable roadwayenvironment through the consistent, appropriateapplication of traffic control devices. Furtherpurposes of the OTM are to provide a set ofguidelines consistent with the intent of the HighwayTraffic Act and to provide a basis for road authoritiesto generate or update their own guidelines andstandards.

The OTM is made up of a number of Books, whichare being generated over a period of time, and forwhich a process of continuous updating is planned.Through the updating process, it is proposed that theOTM will become more comprehensive andrepresentative by including many traffic controldevices and applications specific to municipal use.Some of the Books of the OTM are new, while othersincorporate updated material from the OntarioManual of Uniform Traffic Control Devices (MUTCD)and the King’s Highway Guide Signing PolicyManual (KHGSPM).

The Ontario Traffic Manual is directed to its primaryusers, traffic practitioners. The OTM incorporatescurrent best practices in the Province of Ontario.The interpretations, recommendations and guidelinesin the Ontario Traffic Manual are intended to providean understanding of traffic operations and theycover a broad range of traffic situations encounteredin practice. They are based on many factors whichmay determine the specific design and operationaleffectiveness of traffic control systems. However,no manual can cover all contingencies or all casesencountered in the field. Therefore, field experienceand knowledge of application are essential indeciding what to do in the absence of specificdirection from the Manual itself and in overriding anyrecommendations in this Manual.

The traffic practitioner’s fundamental responsibility isto exercise engineering judgement and experienceon technical matters in the best interests of thepublic and workers. Guidelines are provided in theOTM to assist in making those judgements, but theyshould not be used as a substitute for judgement.

Design, application and operational guidelines andprocedures should be used with judicious care andproper consideration of the prevailingcircumstances. In some designs, applications, oroperational features, the traffic practitioner’sjudgement is to meet or exceed a guideline while inothers a guideline might not be met for soundreasons, such as space availability, yet still produce adesign or operation which may be judged to be safe.Every effort should be made to stay as close to theguidelines as possible in situations like these, and todocument reasons for departures from them.


Ontario Traffic Manual • March 20002

Acknowledgements

The production of this Ontario Traffic ManualBook 11 (Markings and Delineation) was madepossible as a result of the generous contributions ofseveral individuals and organizations. It is importantto recognize the contributions of the followingindividuals:

Ministry of TransportationProject Advisory Committee Members

Greg Junnor – Project Manager, Traffic ProgramManagement Office, Innovative SolutionsTeam

Harold Doyle, Traffic Program Management Office,Signs and Markings

Dave Edwards, Traffic Program Management Office,Innovative Solutions Team

Tom Fletcher, Traffic Program Management OfficeManager

Al Atchison, Head, Southwest Region Traffic

Ted Keen, Maintenance Operations & EquipmentEngineering

Soren Pedersen, Surveys and Design

Ataur Bacchus, Research and Development

Technical Advisory Committee Members

Dave Aspinwal, (York Region) Municipal EngineersAssociation (MEA)

Blair Anderson, (Municipality of Chatham/Kent)Ontario Traffic Conference (OTC)

Bill Obee, Ontario Good Roads Association (OGRA)

John Vording, Ontario Good Roads Association(OGRA)

Gerry Forbes, (Regional Hamilton-Wentworth)Regional Municipality

Bob Butrym, (Town of Halton Hills) Rural Municipality

Dr. Bhagwant Persaud, (Academics) RyersonUniversity

Craig White, (Private Sector) Canadian HighwaysInternational Corporation

Myles Currie, (City of Toronto) Urban Municipality

Quality Control Advisors

Dr. Frank Navin, University of British Columbia

Dr. Richard van der Horst, TNO Human FactorsResearch Institute

Consultant Team Members

John McGill – Project Manager, SynecticsTransportation Consultants

Bruce Cane, Synectics Transportation Consultants

Amy Ibrahim, Synectics Transportation Consultants

Kris Jacobson, Synectics Transportation Consultants

Sany Zein, Synectics Transportation Consultants

Sarah Rocchi, Synectics Transportation Consultants

Patrick Cook, TAP Training

Anne Pobst, TAP Training

Rod Edwards, Harpar Management Corporation

Alison Smiley, Human Factors North

Gerson Alexander, Positive Guidance Applications

Suzanne Dujoy, Graphic Design Consultant

The project team would like to acknowledge thestaff of 3M, Traffic Control, Materials Division,whose contribution to the development of the newsections on engineering theory and practice wasmost meaningful. A special thanks for arranging thiscontribution belongs to Mr. Bob Margisson and Mr.Peter Trowhill of 3M Canada.


Table of Contents

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1.1 Purpose, Scope and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1.2 Legal Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

1.3 Standardization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2. General Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2.1 Functions of Markings and Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2.2 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2.3 Delineation and Driver Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Contrast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Retroreflectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Driver Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.4 Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.5 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.6 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.7 Temporary Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.9 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Retroreflectometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

3. Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22




Reflectorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3.2 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Permanent Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Thermoplastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Two-component, Cold Curing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Preformed Tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Temporary Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3.3 Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Roadway Pavement Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Supplementing Other Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Substituting for Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Temporary RPMs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Rumble Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

3.4 Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Directional Dividing Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Criteria for Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Low-volume, Local Roadways in Urban Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Low-volume, Rural Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Roadways with Temporary Bituminous Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Directional Dividing Lines at Specific Roadway Features . . . . . . . . . . . . . . . . . . . . 37

Lane Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Rural Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Urban Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Edge Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Freeways and Multi-lane Roadways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Two-lane Roadways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Interchange Ramps and Channelization Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44



3.5 Transition and Continuity Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Transition Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Continuity Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

3.6 Interchange Ramps and Channelization Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

3.7 Barrier Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Lane Reductions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Passing Zones (Truck Climbing Lanes and Added Passing Lanes) . . . . . . . . . . . . . . . . . 56

No-passing Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Two-lane Roadways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Criteria for Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Horizontal Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Narrow Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Approach Markings for Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

3.8 Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Controlled Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

STOP Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Guide Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Crosswalks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Turn Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Traffic Calming Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

3.9 Reserved Facility Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Transit and High Occupancy Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Clearance and Vehicle Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Bus Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Lane Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

Bicycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Lane Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Pedestrians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Crosswalks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

School Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97



Railways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

Crossing Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

3.10 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Setback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Curb Markings and Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Disabled Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

3.11 Coloured Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

3.12 Words and Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

Word Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

4. Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Retroreflectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Installation and Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

4.2 Curb Markings for Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

4.3 Delineators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Roads, Ramps and Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113



Acceleration and Deceleration Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Lane Width Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Median Emergency Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Truck Escape Ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Median Barrier Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Delineation for Winter Maintenance Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Placement and Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Post-mounted Delineators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Median Barrier Delineators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

4.4 Chevrons Alignment Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Purpose and Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Sign Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Guideline for Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Location Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Special Consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

5. Object Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

5 Object Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Purpose and Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

5.1 Object Marker Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Sign Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Guidelines for Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Location Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Winter Maintenance Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

5.2 Markings on Objects Adjacent to the Roadway . . . . . . . . . . . . . . . . . . . . . . . . . . 125

5.3 Markings on Objects Within the Roadway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Safety Zones, Islands, Median Dividers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

Bridge Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

Structures with Restricted Overhead Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

Pavement Markings on Approaches to Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

5.4 Barricades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

5.5 Channelizing Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131



6. Glare Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Types of Glare Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Installation, Maintenance, and Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

6.2 Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Appendix A • Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

Appendix B • References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

List of Tables

Table 1 – Minimum Passing Sight Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Table 2 – Minumum Lengths of Passing Zones (Level Grade) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Table 3 – Length of Barrier Line in Advance of Right Curve (In Metres) . . . . . . . . . . . . . . . . . . . . . 68

Table 4 – Spacing of Highway Delineators on Horizontal Curves . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Table 5 – Spacing of Chevron Alignment Signs on Horizontal Curves . . . . . . . . . . . . . . . . . . . . . . 119

Table 6 – Minimum Length of Approach Markings (m) for

Obstructions within the Pavement Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

List of Figures

Figure 1 – Glass Bead Retroreflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Figure 2 – Prismatic Cube-corner Retroreflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Figure 3 – Types of Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Figure 4 – Markings: Principles of Colour and Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Figure 5 – RPMs Supplementing Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Figure 6 – Roadway Pavement Markers Substituting for Pavement Markings . . . . . . . . . . . . . . . . 32

Figure 7 – Temporary Roadway Pavement Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Figure 8 – Directional Dividing Lines on Rural and Urban Roads . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Figure 9 – Marking for One-lane Bridge or Subway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Figure 10 – Freeway Off Ramps with Wide Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45



Figure 11 – Freeway On-Off Auxiliary Lane with Wide Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Figure 12 – Freeway Either/or Lane Off Ramps with Wide Lines . . . . . . . . . . . . . . . . . . . . . . . . 47

Figure 13 – Freeway On Ramps with Wide Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Figure 14 – Channelizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Figure 15 – Transitions from Four to Two Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Figure 16 – Transitions from Four to Two Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Figure 17 – Two-lane Highway with Added Truck Climbing Lane . . . . . . . . . . . . . . . . . . . . . . . . 54

Figure 18 – Two-lane Highway with Added Truck Climbing or Passing Lane . . . . . . . . . . . . . . 55

Figure 19 – Two-lane Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Figure 20 – Treatment of Ends of Barrier Lines on Two-lane Highways . . . . . . . . . . . . . . . . . . . 58

Figure 21 – Method of Establishing No-passing Zones Using a Highway Profile . . . . . . . . . . . 60

Figure 22 – Sketch Showing the Method of Establishing

No-passing Zones on Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Figure 23 – Method of Establishing No-passing Zones for

Successive Vertical Curves on Two-lane Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

Figure 24 – Method of Establishing No-passing Zones on Horizontal Curves . . . . . . . . . . . . . . 67

Figure 25 – Marking for Narrow Bridge or Subway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Figure 26 – Approaches to Rural Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

Figure 27 – Marking for Right-turn Lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Figure 28 – Marking for Right-turn Taper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Figure 29 – Separate Left-turn Lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Figure 30 – Left-turn Slip-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Figure 31 – Approaches to Unsignalized Urban Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

Figure 32 – Signalized Intersection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

Figure 33 – Location of “Keep Right” Sign at Signalized Urban Intersection . . . . . . . . . . . . . . . 79

Figure 34 – Two-way Left-turn Lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

Figure 35 – Typical Markings for Bus Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Figure 36 – Typical Pavement Markings for Full-time With-flow Reserved Lanes . . . . . . . . . . . 86

Figure 37 – Typical Pavement Markings for Full-time Contra-flow Reserved Lane . . . . . . . . . . 87

Figure 38 – Diamond Symbol for Reserved Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

Figure 39 – Typical Pavement Markings for Bicycle Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Figure 40 – Typical Pavement Markings for Shared Bicycle and Pedestrian Facilities . . . . . . . 92

Figure 41 – Typical Pavement Markings for Bicycle Lane at Right-turning Roadway . . . . . . . . 93

Figure 42 – Typical Pavement Markings for Bicycle Lane

at Right-turning Auxiliary Lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Figure 43 – Typical Pavement Markings for Bicycle Lane at Right-turning Roadway . . . . . . . . 95



Figure 44 – Typical Markings for Pedestrian Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Figure 45 – School Crosswalks for Supervised Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

Figure 46 – Railway Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

Figure 47 – Typical Markings for Parallel Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102

Figure 48 – Disabled Access Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Figure 49 – Standard Pavement Markings (Numerals for Rural Highways) . . . . . . . . . . . . . . . . 105

Figure 50 – Standard Pavement Markings (Letters for Rural Highways) . . . . . . . . . . . . . . . . . . . 106

Figure 51 – Standard Pavement Markings

(Numerals and Letters for City Streets, Minimum Size) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Figure 52 – Standard Pavement Markings

(Numerals and Letters for City Streets, Recommended Size) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

Figure 53 – Standard Pavement Markings (Arrows) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

Figure 54 – Ends of Divided Highways

(Two Lane to Four Lane Divided – Offset Centre Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

Figure 55 – Ends of Divided Highways (Four Lane to Four Lane Divided) . . . . . . . . . . . . . . . . 116

Figure 56 – Ends of Divided Highways (Two Lane to Four Lane Divided) . . . . . . . . . . . . . . . . . 117

Figure 57 – Typical Marker Location at Bridge Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Figure 58 – End Protection for Raised or Depressed Safety Zone . . . . . . . . . . . . . . . . . . . . . . . . 124

Figure 59 – Clearance Markings Low Clearance Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Figure 60 – Gore Areas (Non-freeway Use) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

Figure 61 – Wire Glare Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

Figure 62 – Baffled Glare Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

NOTE: A training package for Book 11 is available separately. For more information,contact:

Ministry of TransportationTraffic Program Management Office

301 St. Paul Street, 2nd Floor

St. Catharines, Ontario

L2R 7R4

Telephone: (905) 704-2960



1. Introduction

1.1 Purpose, Scope and Contents

In 1997, the Ministry of Transportation, Ontarioundertook a study to reformat the “Manual ofUniform Traffic Control Devices” (MUTCD) forOntario and combine it with the 1990 Ministry“King’s Highway Guide Signing Policy Manual” andthe 1995 “Tourism-Oriented Directional SigningPolicy”. The resulting recommendation from thisassignment was the Ontario Traffic Manual (OTM),consisting of twenty-one Books, their proposedtables of contents, and a recommended style guide.OTM Book 1 is written as an introduction to the useand application of the other Books. Included asAppendices to Book 1 are the Illustrated Sign andSignal Display Index, Sign Design Principles, andPositive Guidance Toolkit. The other Books containrecommended practices for the use and applicationof traffic control devices throughout Ontario.

OTM Book 1 contains a listing of the Books formingthe OTM series. Book 1 and its Appendices areprovided with the purchase of each of the otherBooks. Book 1 should be read prior to the use andapplication of the other OTM Books. The use of anyof the devices discussed in Book 11 should beconsidered in conjunction with the contents of theother OTM Books.

OTM Book 11 (Markings and Delineation) has beenprepared to provide the user with a consistent wayof utilizing pavement and curb markings, post-mounted delineators, object markers, and glarecontrol devices to convey information to the driver.Section 1, “Introduction”, introduces Book 11 andexplains its wording, classification conventions, and

the legal authority of road markings. Section 2,“General Principles”, provides an overview of thefunctions and conventions of road markings anddelineation. Section 3 contains information on theapplication of pavement markings, Section 4 ondelineators, Section 5 on object markers, andSection 6 on glare control devices. A separatetraining package is available to help the user withthe successful application of Book 11.

The purpose of this Book is to promote uniformity oftreatment in the design and installation of markingsand delineation throughout Ontario. It is thepractitioner’s fundamental responsibility to exerciseprofessional engineering judgement on technicalmatters in the best interests of the public, includingsafety and cost-effectiveness. The followingstandard terminology will provide the user of thisBook with guidance on what practices arerecommended and when judgement can beapplied:

Must indicates a mandatory condition. Where“must” is used to describe the design or applicationof the device, it is mandatory that these conditionsbe met in order to promote uniformity wheredelineation complements legally enforceableregulations. (“Must” replaces the expression “shall”in previous versions of the Ontario MUTCD.)

Should indicates an advisory condition. Where theword “should” is used, the action is recommendedbut is not mandatory. “Should” is meant to suggestgood practice in most situations and to recognizethat there may be valid reasons not to take therecommended action.

May indicates a permissive condition. Norequirement for design or application is intended.However, once a specific option is chosen,mandatory requirements might apply.



For the purposes of Book 11, markings anddelineation are classified as follows:

Pavement Markings

• Materials

• Directional Dividing Lines

• Lane Lines

• Edge Lines

• Transition and Continuity Lines

• Interchange Ramps and Channelization Lines

• Barrier Lines

• Intersection Markings

• Reserved Facility Markings

• Parking Markings

• Coloured Pavement

• Words and Symbols

Delineation

• Delineators

• Chevrons

Object Markings

• Markings on Objects Adjacent to the Roadway

• Markings on Objects Within the Roadway

• Barricades

• Channelizing Devices

Glare Control

For a more detailed classification of marking anddelineation devices, the reader should refer to OTMBook 1, Section 7.3 (Classification of Markings andDelineation). For more detailed information onroadway marking and delineation techniques, thereader should refer to the U.S. Federal HighwaysAdministration (FHWA) report, Roadway DelineationPractices Handbook. The FHWA publication isintended to help the practitioner determine theappropriate delineation system for a specificsituation.

In a given situation, the selection and application ofthe traffic control device(s) depends on variousfactors such as the classification of the highway orroadway on which it will be applied.

In the OTM, highways and roadways have beenclassified as:

Freeway

An expressway with full control of access andinterchanges in place of at-grade intersections. Thisincludes Toll Highways built to a freewayconfiguration.

• Urban typically includes:

• main roadways with more than two lanes

• high traffic volumes

• closely spaced interchanges

• roadway and interchange lighting

• three or more interchanges serving major city

• Rural typically includes:

• longer interchange spacing

• high speed traffic

• sign placement for maximum conspicuity



Non-freeway

Roadways with at-grade intersections for roads andprivate access points.

• Urban typically includes:

• multi-lane expressways with at-gradeintersections

• major urban roads and streets

• local streets

• Rural typically includes:

• non-freeway King’s Highways

• rural regional roads

• rural county roads

• rural local roads

1.2 Legal Authority

Provincial legislation provides that markings may beplaced by the road authority having jurisdiction forthe purpose of regulating, warning or guiding traffic(Section 182 of the Highway Traffic Act (R.S.O.1990)).

Pavement and curb markings, being exclusivelywithin the boundaries of public highways, shouldonly be placed by the road authority. Delineatorsand object markers that are within the highwayright-of-way are subject to the same jurisdictionalregulations.

Markings and delineation serve an advisory orwarning function, and do not have legal force oftheir own. They may be used to complement othertraffic control devices enforceable under the HTA, itsRegulations, or a municipal by-law, but theirenforceability derives from the main regulatorytraffic control device, not from the markings ordelineation. To avoid possible conflict or confusion,the meaning of markings and delineation should bechecked against the prevailing traffic laws andregulations before they are installed or removed.

1.3 Standardization

Where pavement markings, delineators and objectmarkers are used, they must be uniform in design,position and application so that road users canrecognize and understand them immediately.

Pavement markings, delineators and object markersmust be used only to convey the meaning asprescribed for them in Book 11. The followingsections describe various types of standardpavement markings, covering a variety of conditionsand situations frequently encountered on publichighways and roadways. Markings must conform tothe principles and guidelines laid out in Section 2and subsections 3.1, 4.1, and 5.1 of Book 11, even ifthey are applied in conditions or situations notspecifically described in this Book.



2. General Principles

2.1 Functions of Markingsand Delineation

Pavement markings and delineation devices fulfill animportant guidance function for drivers, especiallyat night. They provide drivers with information abouttheir lane position and which lanes are available foruse. They provide drivers with a preview ofupcoming changes in the roadway, includingcurves, lane drops, lane narrowings, intersections,crosswalks, and the beginning and end of passingzones. Good delineation generally results in betterdriver performance and greater driver comfort.

Road markings and delineation often supplementother traffic control devices, such as signs andsignals. Sometimes they are used alone to obtainresults that could not be achieved using any otherdevice, conveying regulations and warnings thatwould not otherwise be clearly understood.

In Ontario, warning and guide signs are notconsidered part of markings and delineation. Referto OTM Book 6 (Warning Signs) and OTM Book 8(Directional Guide Signs) for detailed informationregarding their application.

2.2 Limitations

The road authority should provide markings anddelineation that are highly visible during all weatherand light conditions. However, pavement markingscan be obscured by snow, ice, debris, water, fog, orglare, or worn by heavy traffic. Under favourable

conditions, pavement markings and delineationprovide the advantage of warning or informingdrivers without diverting their attention from theroadway.

The limitations of pavement markings in particularare discussed further in Section 3.1 of this Book.

2.3 Delineation andDriver Requirements

Drivers require long range guidance informationabout the roadway ahead, including the presence ofcurves or lane drops. Driver requirements fordelineation have been established through studies oflane tracking at different preview distances.According to some studies, markings anddelineators should be visible for a minimum of twoseconds preview time, since driver control of laneposition begins to deteriorate below a minimum oftwo seconds of preview distance. At 50 km/hr, twoseconds’ preview distance would be 28 m and at100 km/hr would be 56 m. Other studies havedetermined that a minimum of three seconds isrequired. At 50 km/hr, three seconds’ previewdistance would be 42 m and at 100 km/hr wouldbe 83 m. Further studies have recommended fiveseconds of preview time for optimum drivercomfort. It is generally recognized that surfacemarkings typically are sufficient to provide twoseconds of preview time, while longer preview timesrequire the use of roadway pavement markers orpost-mounted delineators.

The visibility of markings and delineators is afunction of delineation characteristics, lightinglevels, and driver factors. Delineation characteristicsinclude contrast, colour, and retroreflectivity.Artificial lighting levels are determined by headlightand fixed light source distributions. Driver factorsinclude age and sensitivity to contrast.



Contrast

Delineation visibility is dependent on the contrastbetween delineation and its pavement background.Contrast is the difference in luminance between atarget (for example, a lane line) and its background(for example, asphalt or concrete). Contrast isexpressed mathematically as:

C = Lt – Lb

Lb

Where: C = ContrastLt = Target LuminanceLb= Background Luminance

Lane control has been shown to be a function of thelogarithm of contrast. At first, lane control improvesrapidly as contrast is increased. As contrastcontinues to increase lane control improvementdeclines. Contrast values of two to three give mostdrivers adequate preview distance.

Illumination

Visibility is partly determined by the relativeluminance (or reflectivity) of the marking and theroad surface. In daylight, the marking and roadsurface illumination are essentially identical. Bycontrast, the marking and pavement illuminationresulting from headlighting is extremely varied,depending on the particular headlight beam, itsmounting height, the difference in height betweenthe driver’s eye and the headlight beam, and theheadlight beam pattern. Because headlights emit solittle light, retroreflective beads in the pavementmarking are used to concentrate the amount of lightreflected back towards the driver’s eyes. Thereforethe nighttime visibility of markings and delineatorsby headlights depends on retroreflectivity.

Retroreflectivity

Retroreflectivity is a measure of the incident lightreturned toward the source. For pavement markings,the key measurement is the coefficient ofretroreflected luminance, RL, measured in candelasper lux per square metre (cd/lux/m2).

Retroreflectors reflect light in a fairly narrow coneabout the angle of incidence. Light reflected exactlyat the angle of incidence returns to the headlight. Ifa material were a perfect retroreflector, it would beof no assistance to the driver. The driver’s eye isabove the headlight and receives the portion ofretroreflected light that is “imperfectly” reflected,close to the angle of incidence. For this reason, animperfect retroreflector is desirable.

Retroreflectivity can be achieved by using glassbeads or prismatic cube-corners. Figure 1 illustratesglass bead retroreflection and Figure 2 illustratesprismatic cube-corner retroreflection.

• Glass beads are primarily used with durablepavement marking materials. Glass beads havetwo properties, transparency and roundness,which permit them to retroreflect light. Glassbeads must be transparent so that light can passinto the sphere. Their rounded shape allows lightto be bent downward towards a point belowwhere the bead is embedded in the paint. Lightstriking the back of the paint-coated bead surfaceis reflected back towards the path of entry. If thepaint were not present, the light would continuethrough the bead and be scattered in manydirections. The use of glass beads in pavementmarkings is discussed in Section 3.2 of this Book.

• Prismatic cube-corners are used in roadwaypavement markers and as prismatic sheeting forretroreflective delineators and object markers.Prismatic retroreflection is achieved through the



use of many tiny half-cube retroreflectiveelements. Light enters the cube and reflects offeach mirrored face, exiting at an angle nearlyequal and opposite to the angle of entry.

According to the FHWA Roadway DelineationPractices Handbook, several researchers have foundthat drivers rate pavement markings on dry roads asadequate or better when the coefficient ofretroreflected luminance, RL , is 0.1 cd/lux/m2. Onwet roads, approximately twice as muchretroreflectivity is required to achieve the samesubjective ratings. Mirolux 12 and the Ecolux 12retroreflectometers were used by the researchers.Retroflectometers are discussed in Section 2.7 ofthis Book.

Driver Factors

Sensitivity to contrast decreases with age. Atthreshold levels of detection, the average 65 year-old driver requires twice as much contrast as a 23year-old. Consequently there is significant drivervariability in detection distance. For example, aretroreflective pavement marking visible at 160 m tothe average younger driver is not visible to theaverage older driver until 105 m. Older drivers arefurther disadvantaged because information handlingslows with age.

Sight distance is based on a complex interplay ofdelineation size, contrast, and retroreflectivity. Driverresponses do not improve in direct proportion toincreases in light levels or delineated area size. Forexample, doubling the width of the pavementmarking increases sight distance by 16%, whereasdoubling its level of retroreflectivity increases sightdistance by 43%. Computer models such asPCDETECT use data on driver contrast thresholds,headlight beam patterns, and target characteristicsto predict sight distances with different types ofmarkings and delineators.

2.4 Colours

All pavement markings and delineation must beeither white, yellow, or orange as specified inSection 3.1 of this OTM Book. In addition, blue andred may be used in specific applications describedin Sections 3.3, 3.10, 3.11, and 4.1 of this Book.

Black may be used in combination with the abovecolours where a light-coloured pavement does notprovide sufficient contrast with the markings. Whenused in this way, black is considered a contrastenhancer, not a marking colour. Black is a usablecolour for object markers.

2.5 Materials

Pavement markings are commonly placed usingpaints or more durable products. Other suitabledevices, including roadway pavement markers, mayalso be used. At the roadside, delineators and objectmarkers may also be used in a vertical position,similar to signs. The material used must provide thespecified colour throughout its service life, shouldbe selected for its durability in accordance with itsexpected application, and should be environmentallyfriendly.

Marking material used near pedestrian activityshould not present tripping or slipping hazards.Object markers and delineators must not present avertical or horizontal clearance hazard forpedestrians.

When applying delineation materials, referenceshould be made to the requirements outlined inOTM Book 4 (Maintenance and Operations). In allcases, manufacturer’s installation specificationsshould be acquired and followed.



Figure 1 – Glass Bead Retroreflection

Glass Bead

Retroreflected Light Ray

Entering Ray

Paint Binder

Source: U.S. Federal Highways Administration

Incident Light Beam

Reflected Light Beam

Source: U.S. Federal Highways Administration

Figure 2 – Prismatic Cube-corner Retroreflection



2.6 Application

Before any new roadway, temporary alignment, ordetour is opened to traffic, all necessary markingsand delineators should be in place.

Factors that are considered in determining theappropriate markings or delineation are:

• Roadway functional classification;

• Roadway geometry;

• Local weather and regional climate;

• Traffic volume and composition; and

• Road surface.

These factors affect the marking material andapplication technique and will determine themarking’s visibility and durability.

Cost considerations will influence the type andapplication of delineation. Products should bechosen on the basis of expected cost, service life,and benefit/cost comparisons.

Benefit/cost comparisons can be based on variablessuch as:

• The type, scope, and expected duration of thedelineation system;

• The cost of materials and installation;

• Life-cycle costs;

• Maintenance requirements;

• The local availability of materials and equipment;

• Liability issues; and

• Expected collision reductions.

Tradeoffs must often be made among divergent andconflicting concerns. However, in all instances, it isimperative to follow the functional requirementsdescribed in this Book.

2.7 Temporary Conditions

OTM Book 7 (Temporary Conditions) specifiestemporary delineation markings and colours forbarrels, cones, barricades, and channelizationdevices used in construction and maintenance workzones.

The materials used for temporary markings shouldbe selected on the basis of their life expectancy,durability, and the ease and effectiveness of theirapplication and removal. For more detailedinformation on temporary roadway marking anddelineation techniques, refer to the U.S. FederalHighways Administration (FHWA) RoadwayDelineation Practices Handbook.

Temporary roadway pavement markers are oftenused in construction and maintenance zones. Theyare easy to install and remove, and when removeddo not leave marks that could confuse drivers.

Where temporary markings are placed inaccordance with the principles of colour and patterndescribed in Section 3.1 of this Book, temporaryroadway pavement markers may be used as anenhancement. Temporary roadway markers mayalso be used to provide short term delineation inconstruction zones prior to the placement ofpermanent markings. In such short-term uses,temporary roadway pavement markers take theplace of short-term markings that are normallyapplied. Where a line of temporary roadwaypavement markers is used as an alternative to



temporary markings, the result must be comparableto temporary pavement markings and conform tothe principles of colour and pattern described inSection 3.1 of this Book.

2.8 Removal

Markings that are no longer applicable or no longerdefine the safe path of travel must be removed,masked, or obliterated as soon as practical.Traditionally, markings are removed by sandblasting,grinding, or chipping. Less commonly, markings canbe removed by chemical means, high-pressurewater jet, hot compressed-air burning, or excess-oxygen burning. Removal should not damage theroad surface or texture.

Thermoplastics are generally more difficult thanpaints to remove effectively, since the propertiesthat enhance their durability, such as thickness andintegral bond with the pavement, inhibit theirremoval. Permanent tapes can be the most difficultto remove, particularly if a good bond was achievedduring application. Temporary tapes are fabricatedto be easily removed by hand.

Painting over invalid markings with black paint orbituminous solutions is not a proper removaltechnique. The covering material is susceptible towear, so that the invalid markings will eventuallyreappear. Further, markings covered in this wayremain visible under some low-light conditions, dueto differing reflections from the roadway surfaceand the covering material.

2.9 Maintenance

To achieve the safest possible delineation system,roadway delineation must be carefully maintained. Amaintenance program typically consists of thefollowing components:

(1) Defining maintenance criteriaMaintenance criteria are often taken asminimum retroreflectivity values, where theminimum value for the coefficient ofretroreflected luminance is generallyconsidered to be no less than 0.1 cd/lux/m2.

Alternatively, some jurisdictions adopt theretention of adequate material to meetminimum delineation needs. For example,replacement of roadway pavement markersmay be mandated when three or moreconsecutive markers are missing.

(2) Establishing inventoryAn inventory of markings may be compiledusing a computer database or photolog. Thetype of delineation device, its location, thematerial used, and its current state may berecorded.

(3) InspectionPeriodic inspections should be made afterinstallation of a delineation system and atregular intervals during its service life. Theseinspections should be conducted bothdaytime and night-time.

Field testing techniques may be adopted toquantify the retroreflectivity of delineation(using retroreflectometers) and inspect thecondition of retroreflective glass beads (usinga pocket microscope).

Permanent markings must be replaced when theyare no longer effective. They are typically renewedwith an overlay of compatible material. In addition,roadway delineation is subject to the followingmaintenance requirements:

• Cleaning of surfaces stained by tire tracks,particularly on bituminous surfaces;



• Patching of delineation material lost on unstablepavements or on pavements where the bond isweak or faulty;

• Replacement of delineation material removed orpaved over during roadworks;

• Replacement of delineation material (particularlyroadway pavement markers) removed or damagedby unusual traffic or snowploughs.

During maintenance, the following factors should beconsidered:

• Crew and road user safety;

• Compatibility of new and old delineation materials(if new material is to be overlaid);

• Integrity of substrate material;

• Condition (cleanliness, moisture content,temperature) of substrate material; and

• Protection of the renewed delineation until it isable to withstand traffic.

Retroreflectometers

A retroreflectometer is used to measureretroreflectivity. A retroreflectometer is basically aphotometer with a particular measurementgeometry, set up to measure luminance from aparticular observation and entrance angle, andsimulating as closely as possible the geometrybetween pavement markings, the driver’s eye andthe headlight.

The headlight strikes the marking at a grazing angle– almost 90 degrees. In order to determine whetherthe light level meets driver requirements, it shouldbe measured from a distance of approximately60 m, which is equivalent to at least two secondsaway at 100 km/h.

Unfortunately, it is difficult to create an instrumentcapable of making such measurements.Consequently, retroreflectometers typicallycompromise, using entrance angles that are not asgrazing as in reality (e.g., 86.5 degrees rather than89 degrees), and bringing the marking closer – tobetween 10 m and 30 m, rather than 60 m – sothat the observation angle is increased, and largeraperture (and therefore less expensive) instrumentscan be used.

Since retroreflectometers vary in the entrance andobservation angles used, they will obtain differentluminance measures depending on themeasurement geometry. Thus it is important to usethe same measuring instrument when comparingdifferent products.

Reflectometers are usually classified by fine andcoarse geometry. Fine geometry instruments closelysimulate the entrance and observation anglesexperienced by a driver, while coarse geometryinstruments do not. Therefore, the fine geometryinstruments are much better at predicting subjectiveratings of effectiveness. The U.S. Federal HighwaysAdministration’s (FHWA) Roadway DelineationPractices Handbook lists a number of fine geometryreflectometers currently in use in the U.S., includingthe Mirolux 12, Ecolux, Erichson and Optronikbrands (all of which measure at 13 m using anentrance angle of 86.5 degrees). The handbookgives correlations between various devices and



concludes that, when the instruments have beenproperly calibrated, the fine geometryretroreflectometers usually correlate within about10% of each other.

Currently, there is no common standard instrumentfor measuring retroreflectivity, and differentmanufacturers use different instruments. The FHWAis moving towards the specification of a standardmeasuring instrument using 30 m geometry.

3. Pavement Markings

3.1 General

Types

Major marking types include lines, intersectionmarkings, reserved facility markings, parkingmarkings and coloured pavements.

Function

Pavement markings provide guidance andinformation to road users without diverting theirattention from the road. Markings may be used asthe sole source of guidance or control for roadusers, or to supplement other traffic control devicessuch as signs, signals and other markings.

Roadway delineation may include devices withaudible and tactile features such as bars, profiledsurfaces, and roadway pavement markers. Bygenerating noise and vibration when they aretraversed by motor vehicle tires, these types ofmarkings alert the motorist to changes aheador warn of unsafe deviations from the normaltravel lane.

In Ontario, pavement markings alone have noregulatory function. Pavement markings may beused to provide regulatory information to the roaduser, but associated signage must be in place asoutlined in OTM Book 5 (Regulatory Signs).



Limitations

Pavement markings have limitations related to theirvisibility, durability, and applicability:

• Pavement markings are not necessarily clearlyvisible on wet pavement, and can be obscured bysnow or by accumulations of debris, dust, or dirt,particularly adjacent to a median, curb, orunpaved shoulder. In winter, a dry salt film maycompromise the visibility of pavement markings.The view of pavement markings, particularlytransverse markings or mid-lane symbols, can beblocked by traffic.

• Pavement markings have limited durability onsurfaces exposed to heavy traffic wear. Roadwaypavement markers are particularly susceptible toremoval by snowploughs.

• Pavement markings cannot be applied tounsealed roads.

• Certain types of pavement markers affect skidresistance, particularly for motorcycles andbicycles. If motorcycles and bicycles are expectedto use the road, pavement marking materialsshould be carefully chosen and requirements forlarge marked surfaces should be carefullyreviewed.

Colours

Pavement markings are generally white or yellowunless otherwise stated in this Book. Blue and redmay be used in specific applications described inSections 3.3, 3.10, 3.11, and 4.1 of this Book.Orange may be used in some applications. Black isnot a standard colour, but may be used in the gapsof a broken pavement line to heighten contrastwhere the pavement colour is too light for adequatedefinition.

Figures 3 and 4 detail principles of colour andpattern for pavement markings.

Reflectorization

In order to remain effective at night, pavementmarkings should be retroreflective. Retroreflectivityis achieved by using glass beads or prism facets toreflect light from vehicle headlights back to thedriver.

The retroreflectivity of road markings is enhanced byapplying glass beads to the surface of freshlyapplied marking material, or incorporating them in astriping tape. The beads form a reflective coating onthe surface of the striping material. Conventionalglass beads used on road markings are 0.150 mmto 0.650 mm in diameter. Larger beads about1 mm in diameter can enhance the retroreflectivityof pavement markings, particularly in wet weather,but tend to require more frequent replacement andare susceptible to removal by snowploughs.

Glass beads can be sprayed under pressure,dropped onto wet marking material, or incorporatedinto the marking material. With time and wear, theembedded beads can become exposed. Optimumembedment of the glass beads in the markingmaterial is 55% to 60%.

Cube corners are used in roadway pavementmarkings and post-mounted delineators. A series ofcube corners are moulded in a transparent plasticmedium. Light entering the front of the reflector isinternally reflected at each of three cube faces inturn, then emerges parallel to the incident angle.This is a newer methodology than glass beads, andachieves greater visibility by reflecting moreincoming light toward the driver. High performancedepends on each facet of the cube corner beingalmost a perfect optical flat and making a preciseangle with its neighbouring facets.



Figure 3 – Types of Markings

TR

AN

SV

ER

SE

LON

GIT

UD

INA

L

NAME OF LINE DIMENSIONS (m) USEEDGE LINES (WHITE OR YELLOW),DIRECTIONAL DIVIDING LINES(YELLOW), LANE LINESPROHIBITING LANE CHANGES(WHITE)

DIRECTIONAL DIVIDING LINES(YELLOW)

DIRECTIONAL DIVIDING LINESTWO-WAY LEFT-TURN LANES(YELLOW)

GUIDING LINES(E.G. INTERSECTION MOVEMENTS)(WHITE)

DIRECTIONAL DIVIDING LINES(YELLOW)

LANE LINES (WHITE)HIGH SPEED ROADWAY

INTERSECTION STOP LINES(WHITE)

CROSSWALKS (WHITE)

0.100.10

0.10

0.20

1.0 1.0 1.0 1.0 1.0

0.100.10

0.10

3.0 6.0 3.0

0.10

3.03.03.03.03.0

0.10

3.0 6.0 3.0

0.103.09.03.0

0.30TO

0.60

0.10TO

0.20

SOLID

DOUBLESOLID

SIMULTANEOUSSOLID AND

BROKEN

CONDENSEDBROKEN

WIDEBROKEN

BROKEN

BROKEN

STOP

CROSSWALK

0.20TO

0.30CONTINUITY LINES(WHITE)

URBAN LANE LINES, LOW SPEED(WHITE)



Figure 4 – Markings: Principles of Colour and Pattern

(1) LONGITUDINAL PAVEMENT MARKINGS BETWEEN VEHICULAR TRAFFIC LANES

(e)

SINGLEOR DOUBLE

SOLIDYELLOW

(f)

DIRECTION OF TRAVEL

SINGLESOLIDWHITE

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(c) BROKENYELLOW

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(d) BROKENWHITE

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(a) SINGLEYELLOW

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(b) SINGLEWHITE

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

TRAFFIC FLOWS IN OPPOSITE DIRECTIONS

TRAFFIC FLOWS IN SAME DIRECTION

PERMISSIVE, PASSING SIGHT DISTANCE AVAILABLE

PERMISSIVE, LANE CHANGES PERMITTED

RESTRICTIVE, PASSING UNSAFE

RESTRICTIVE, LANE CHANGES UNSAFE

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL



Figure 4 – Markings: Principles of Colour and Pattern (cont’d)

(g) DIRECTION OF TRAVEL

DIRECTION OF TRAVEL(h)

(i) DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(2) BETWEEN VEHICULAR TRAFFIC LANES AND SHOULDERS

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

SOLIDYELLOW

SHOULDER TO THE LEFT

SHOULDER TO THE RIGHT

CONTINUITY LINES

SHOULDER

SHOULDER

SHOULDER

SHOULDER

SOLIDWHITE

WIDESOLIDWHITE

WIDESOLIDWHITE

ENTRANCE RAMP

PASSING LANES

WHITECONTINUITY

LINE

WHITECONTINUITY

LINE



3.2 Materials

Permanent Materials

Pavement markings can be applied using paint andmore durable products. These markings may beenhanced by devices such as roadway pavementmarkers and rumble strips (discussed in Section3.3), delineators (discussed in Section 4), and objectmarkers (discussed in Section 5).

Paints, durable marking materials, and preformedtapes are briefly described in this section. For moredetail concerning the performance, installation,maintenance, removal, inspection, andenvironmental impacts of these materials, refer tothe 1994 U.S. Federal Highways Administrationpublication, Roadway Delineation PracticesHandbook, on which the following discussionis based.

Durable markings such as thermoplastics, two-component cold-reacted materials and tapes tend tohave higher profile than paint. This makes themmore susceptible to damage, particularly bysnowploughing. Their durability can be extendedsignificantly, however, if they are made flush withthe surrounding pavement. Pre-formed tapes can berolled into freshly laid asphalt. By first routing achannel into the pavement, then laying the markingmaterial, other types of durable materials can beinlaid as well.

Paint

A paint system contains three interactive elements:

• The paint itself (pigment and binder), discussedbelow;

• Retroreflective glass beads, if any. Beads canreflect differently depending on the binder used,its thickness, and the proportion of pigment;

• The substrate or pavement surface. Paints canreact differently on asphaltic and concretepavements. About 90% of all paint failures are dueto the type of substrate and condition of thesurface.

Paint can be hot-applied or cold-applied. Dryingtimes vary from less than 30 seconds (instant-dryingpaints) to over 7 minutes (conventional paints).

Five main types of paint are available:

• Alkyd and modified alkyd paints are generallythe cheapest and fastest-drying, but are the leastdurable. During application, these paints releasevolatile organic compounds (VOCs), a potentialenvironmental hazard.

• Chlorinated-rubber or chlorinated-polyolefinpaints are more durable than alkyd and modifiedalkyd paints, but have a longer drying time andstrong odour.

• Water-based latex paints avoid the use ofhazardous VOCs and lead-based pigments andhave service lives as long as or longer than alkydand chlorinated-rubber paints, but have longerdrying times and less colour durability.

• Two-component epoxy paints and polyesterpaints are not as widely used as alkyd, rubber,and latex paint. Their long-term performance isstill under observation. Epoxy paint may be ofparticular value in Ontario due to its expectedresistance to abrasion from snow removalequipment and materials.

The estimated service life of painted markings is afunction of a number of site-specific variables,including the type and condition of the substrate,the climate, and the average daily traffic. Mosthighway agencies consider a reasonable targetservice life to be between six and twelve monthsunder normal conditions. On roads with very high



traffic flows, a service life of three months isconsidered acceptable; on roads with low trafficflows, a service life of one to two years can beexpected.

Thermoplastic

Durable marking materials typically last three tofifteen times longer than painted markings, but havea higher initial cost. When durability is a primeconcern, hot-applied thermoplastic materials areconsidered a cost-effective alternative toconventional paint markings. Thermoplastic isconsidered impervious to deicing chemicalsand sand.

Hot-applied thermoplastics are synthetic resins thatsoften when heated and harden when cooledwithout changes to their inherent properties. Athermoplastic system contains three interactiveelements:

• The thermoplastic itself (plastic and plasticizerbinder, pigment, and fillers);

• Retroreflective glass beads, if any;

• The substrate or pavement surface.Thermoplastics are not appropriate for applicationon new portland cement concrete.

Thermoplastic markings are classified by the type ofbinder used. The two most commonly usedthermoplastic types are alkyd-based andhydrocarbon-based. Hydrocarbon-basedthermoplastic should not be used for transversemarkings because it can be dissolved by oildrippings.

Although thermoplastic is regarded as the mostdurable delineation material, its installation,maintenance, and removal requires great carecompared with paint. The high temperature requiredfor application and the extreme heat sensitivity of

the material require a high level of quality control.Thermoplastics can be applied by hot extrusion(requiring two to ten minutes’ drying time) or hotspray (requiring less than one minute’s drying time).

Two-component, Cold Curing

Methyl methacrylate is a two-component cold-curing material that can be applied by either a sprayor extrusion process. Just before application, it ismixed in a static mixer, generating an exothermicreaction. As the material cools, it bonds to thepavement.

Preformed Tape

Cold-applied preformed marking tape is appropriatefor use at sites where a small quantity of markingmaterial is required. Preformed tape is relativelyeasy to install and repair, which makes it especiallyuseful where heavy use or severe conditions canmake frequent replacement necessary.

Limited observation of the performance ofpreformed tape indicates that it is generally durable,but requires careful application. Its retroreflectivitytends to diminish over its service life. Because of itshigh initial cost, preformed tape is considered acost-effective alternative to conventional paint orthermoplastic markings only in limitedcircumstances.

Preformed tape is generally supplied in rolls orsheets, usually with a pressure-sensitive adhesivebacking. It ranges in thickness from about 0.75 mmto 2.5 mm. A tape marking system contains twointeractive elements:

• The preformed tape itself (resin binder, pigment,and fillers, with optional glass beads andadhesive); and



• The substrate or pavement surface. Preformedtapes are reported to perform better onbituminous asphalt surfaces than on portlandcement concrete.

Preformed tapes are classified as permanent ortemporary, according to their expected service life.Permanent tapes, with an expected service lifegreater than one year, are typically made ofurethane or pliant polymer.

Preformed tapes are either inlaid on freshly-laidwarm asphalt or overlaid on existing pavement.Installation requires great care, and a cleanpavement is more important for preformed tapesthan for any other pavement marking material. Ifapplied improperly, adhesion failure is likely to result.

Temporary Materials

Temporary tapes are used for temporary markingsin construction and maintenance work zones.Temporary tape is designed to be easily removed byhand, without heat, solvents, grinding, orsandblasting.

Temporary preformed tapes generally consist of asingle layer of pigmented binder and glass beadsapplied to a backing layer of metal foil. They areapplied by overlaying them on the road surface,using the tape’s preapplied adhesive for bonding. Aprimer will enhance pavement bond. Because theyare intended for short-term use, temporarypreformed tapes generally have a shorter expectedservice life than permanent preformed tapes.

3.3 Devices

Roadway Pavement Markers

General

A roadway pavement marker (RPM) is a devicemounted on or in the road surface to supplement orreplace pavement markings. The greatest advantageof RPMs is the enhanced visibility they provide atnight under wet or foggy conditions, compared topainted or durable markings. Another advantage isthat motorists who accidently stray across a line ofRPMs will be alerted by a rumbling noise. This canbe especially useful if drivers are fatigued orinattentive.

RPMs have also been found to help lower driverstress in adverse conditions. Studies have shownthat in wet weather and other conditions motoristsguided by pavement markings alone becomeincreasingly agitated and make potentiallydangerous errors in positioning their vehicleslaterally in the lane. When pavement markings aresupplemented by RPMs, driver performance quicklyrecovers and stress levels return to normal.

However, RPMs have a higher initial cost than othermarkings, are susceptible to loss, and are subject tolens damage (cracking and abrasion) that greatlyreduces their retroreflectivity. Due to their high initialcost, RPMs should not be installed on roads that willbe reconstructed or resurfaced in the near future.



Figure 5 – RPMs Supplementing Pavement Markings

N

N N N

N

N

N N

N N N

N 2N

< 2N2N

2N

2N

2N

N

or

or

b) No Passing Zone

a) Two Lanes

c) Four Lanes

Code: Normal SpacingSingle whiteSingle YellowDouble Yellow

Yellow StripeWhite StripeDirection of Traffic

Source: U.S. Federal Highways Administration, Roadway Delineation Practices Handbook.

Note: "N" is the combined length of one line segment and one gap in a broken line configuration appropriate to the road under consideration. "N" varies between 4.5 m and 12 m, as described in Section 3.4.

<

<

<

<



Supplementing Other Markings

RPMs may be used to supplement other markingssuch as directional dividing lines, lane lines, edgelines, guide lines, and continuity lines. They areparticularly useful at hazardous locations such aschannelizations, bridge approaches, lane transitions,horizontal curves, construction zones, and atapproaches to obstructions.

For spacing and positioning of RPMs, refer to thefollowing guidelines. (N is the combined length ofone line segment and one gap in a broken-lineconfiguration appropriate to the road underconsideration.)

• When supplementing solid line markings, RPMsshould be spaced no more than N, as shown inFigure 5. However, when supplementing left edgeline markings, RPMs should be spaced at intervalsof no more than N/2. RPMs should not be usedto supplement right edge line markings.

• When supplementing broken line markings, RPMsshould be spaced in gaps between segments, atintervals of N or 2N, as shown in Figure 5. Whensupplementing broken line markings that identifyreversible lanes, a spacing of no more than Nshould be used.

• When supplementing guide lines, a RPM shouldbe used for each short line segment.

• When supplementing continuity lines, RPMsshould be spaced at intervals of N/2.

Closer RPM spacing may be necessary whenmarking patterns for specialized applications attransition areas, intersection approaches, sharpcurves, left-turn lanes, and freeway ramps.

Red reflectors, usually placed on the downstreamside of a bidirectional RPM, may be used to warnroad users that they are traveling the wrong way ona one-way street or ramp.

These devices should be properly maintained toensure legibility and visibility. In order to commandrespect and attention, they should be removed orcovered when they are no longer appropriate.

Substituting for Pavement Markings

When used as a substitute for pavement markings,RPMs should be entirely retroreflective. The patternof RPMs should simulate the pattern and match thecolour of the markings for which they aresubstituted so that the message conveyed to driversis consistent.

RPMs are normally restricted to simulating lane linesor centre lines and should not be substituted foredge line markings.

For spacing of RPMs, refer to the followingguidelines. (“N” is the combined length of one linesegment and one gap in a broken-line configurationappropriate to the road under consideration.)

• When replacing a lane line, RPMs should beplaced as shown in Figure 6(a).

• When replacing a directional dividing line on two-way, two-lane roads where passing is permitted,RPMs should be placed as shown in Figure 6(b).

• When replacing barrier lines on two-way roadswhere passing is prohibited, RPMs should beplaced as shown in Figure 6(c) if passing isprohibited in both directions, and as shown inFigure 6(d) if passing is prohibited in one directiononly. At least one marker in four should be amonodirectional retroreflective RPM orientedtoward the vehicles in the no-passing direction.



Spacing may be reduced to alert the road user tochanges in the travel path, such as at sharp curvesor in transition areas where lanes are dropped orshifted.

Temporary RPMs

Temporary RPMs (TRPMs) can be utilized inconstruction and maintenance zones.TRPMs aresurface mounted and are preferred to painted orthermoplastic markings because they are easilyremoved and leave no misleading residual markingsbehind.

TRPMs may be placed in groups as an alternative totemporary markings, provided their placementadequately simulates the visual display of andconforms to the specifications for colour andpattern for normal temporary pavement markings.

TRPMs may be placed individually only as anenhancement to temporary pavement markingsexcept when placed to provide short-termdelineation in construction zones prior to theplacement of permanent markings. When used forthis purpose, TRPMs must take the place of theshort-term marking normally applied.

Figure 7 shows suggested spacing of temporarydirectional dividing lines using RPMs. Spacing isbased on a value of “N”, which is the combinedlength of one line segment and one gap in a broken-line configuration appropriate for the road underconsideration. The traffic practitioner should use asimilar interval and spacing between temporaryconcurrently flowing lanes.

In areas of heavy traffic, TRPMs should be regularlymonitored and missing RPMs should be replaced.

Installation

RPMs must conform both day and night to colourand pattern specifications for longitudinal linesdescribed in Sections 2.3 and 3.4 of this Book.

Good adhesion is the single most importantdeterminant of a TRPM’s durability. The majorfactors that affect pavement bond are properties ofthe bonding agent, design of the RPM’s bondingsurface, type of pavement, temperature, moisturecontent, and care in application.

Retroreflective RPMs may be reflective in onedirection (monodirectional) or two (bidirectional).Care should be taken to use the appropriatereflectivity as RPMs can confuse road users if theyare visible to them but do not apply to theirdirection of travel.

Retroreflective RPMs should be oriented so thattheir reflectivity is fully exploited. On small-radiuscurves, RPMs might need to be installed so thattheir reflective faces are aimed toward approachingtraffic, rather than tangentially to the curve.

When RPMs are used to enhance delineation in ahazardous area, they should be introduced slightly inadvance of the area to prepare road users for theiruse as a new guidance technique.

RPMs used to supplement painted or durable linescan be unintentionally obliterated by markingmaterial during remarking operations if they areplaced too close to an existing line. For this reason,RPMs should be installed far enough from anexisting line to allow for a margin of error duringremarking operations.

RPMs should not be used on cyclists’ likely travelpaths unless the lane shared by vehicles and cyclistsis at least 4 m wide, giving cyclists adequate spaceto avoid the RPMs.



Figure 6 – Roadway Pavement Markers Substituting for Pavement Markings

3/4N

NN

/4

N/1

2N

/12

3/4N

NN

/4

N/1

2N

/12

N/2

N/2

N/2

100

mm

N/8

N/8

Lane

Lin

e

Bro

ken

Dire

ctio

nal D

ivid

ing

Line

Dou

ble

Dire

ctio

nal D

ivid

ing

Line

Bar

rier

Line

(a)

(b)

(c)

(d)

one-

way

ret

rore

flect

ive

whi

teon

e-w

ay r

etro

refle

ctiv

e ye

llow

non-

retr

oref

lect

ive

whi

teno

n-re

tror

efle

ctiv

e ye

llow

two-

way

ret

rore

flect

ive

yello

wdi

rect

ion

of tr

affic

Lege

nd:

Sou

rce:

U.S

. Fed

eral

Hig

hway

s A

dmin

istr

atio

n R

oadw

ay D

elin

eatio

n P

ract

ices

Han

dboo

k



Figure 7 – Temporary Roadway Pavement Markers

N/20

N/20N/20

18N/2018N/20

N/2N/2 N/2

N/12 N/1210N/12

N

N/12 N/1210N/12

N

Legend: two-way reflective yellowis the combined length of one line segment and onegap in a broken line configuration appropriate to the road under consideration. "N" is generally 9m asdescribed in section 3.4

"N"

(a) Two-lane two-way road (14 days or less)

(b) Two-lane two-way road (over 14 days)

(c) Two-lane two-way road with severe curvature (14 days or less)

Source: U.S. Federal Highways Administration Roadway Delineation Practices Handbook



RPMs are susceptible to removal by snowploughs.When used in areas or during seasons whensnowploughing is common, RPMs must bedesigned and installed to be snowploughable, orinset so that their upper surface is flush with thepavement to avoid destruction. Where markers arerecessed to withstand snowploughing, the groovesin which they are set can collect debris, rain, snow,or sand, reducing the visibility of the inset markers.Ongoing cleaning of the grooves may not bepracticable. An alternative is the snowploughableRPM, which consists of a steel casing that guidesthe snowplough blade up and over the plasticretroreflective unit. If properly installed,snowploughable markers can usually withstandploughing, although snowplough blades candamage their replaceable lenses. Lenses can alsolose retroreflectivity through abrasion or cracking.

Maintenance

Abrasion of the lens can affect the performance ofretroreflective RPMs. Studies conducted in otherjurisdictions have concluded that abrasion and dirtcan cause retroreflective RPMs to lose 70% to 95%of their initial retroreflectivity within the first year ofinstallation. For this reason, regular inspection andreplacement of abraded RPMs is an essentialelement of their maintenance program.

Road sections employing RPMs should undergoscheduled routine maintenance inspectionsaccording to their expected service life and futureplans for the maintenance of the roadway. Hightraffic volumes, especially truck traffic, can reducelongevity. In some areas, vandalism and vehiclecollisions affect average service life. Inspections arenormally conducted by maintenance staff, andnormally require only that inspectors drive aroadway section at night, evaluating RPM visibilityand counting the number missing. RPMs should bereplaced when three or more consecutive RPMs aremissing or significantly damaged.

In addition to abrasion and other forms of damage,RPMs can be compromised by the presence of roadfilm, salt dust, or soil dust. RPMs are normallycleaned of road film or dust during wet weather bythe action of passing traffic. Cleaning RPMs is notnormally part of a regular maintenance schedule.

Rumble Strips

Rumble strips generate vibration and noise whenvehicle tires traverse them, thus alerting motorists.Two distinct types of devices fall within thisdefinition:

• Longitudinal Rumble StripsLongitudinal rumble strips are placed in long,continuous ribbons on paved or partially pavedshoulders, adjacent to the traveled portion of theroadway. They are intended to alert motorists thatthey have strayed from the travel lane.

• Transverse Rumble StripsTransverse rumble strips are placed in clusters, atintervals, across the travel lane and paved orpartially paved shoulders, if present. They areintended to alert the motorists in the vicinity oftraffic control devices, or of site-specific hazards.

Rumble strips may consist of:

• Grooves cut or impressed directly in thepavement; or

• Profiled strips which stand above the pavement.

Rumble strips consisting of a profiled strip whichstands above the pavement surface can be achievedthrough the application of durable markingmaterials, or groups of non-retroreflective roadwaypavement markers.



Before installing a rumble strip, possible reductionsin road traction and interference with motorcyclesand bicycles should be considered. Because rumblestrips can present a hazard for cyclists, the observedor expected number of bicycles using the shouldershould be considered. If possible, sufficient spaceshould be provided on the shoulder for cyclists tosafely avoid the rumble strip. If this is not possible,the needs of cyclists can best be met by cuttinglow-profile grooves in the pavement, since cutgrooves usually provide a traveling surface free ofthe raised bumps or wide undulations present withthe other methods.

Rumble strips may be inappropriate in quietresidential areas, since they are audible outside avehicle as well as inside. Grooves cut or impressedinto the pavement may also accelerate itsdeterioration.

3.4 Lines

General

Lines are used to organize traffic into proper lanes,advise motorists where passing is prohibited, andsupplement other warning devices. These markingshelp reinforce the limits of the travel path withoutdiverting the driver’s attention from the roadway.

Principles of colour and pattern for pavementmarkings are detailed in Figures 3 and 4.

(1) When used as dividing lines between trafficlanes, longitudinal pavement markings mustconform to the following principles:

(a) yellow lines delineate the separation oftraffic flows in opposing directions;

(b) white lines delineate the separation oftraffic flows in the same direction;

(c) yellow broken lines are permissive, andindicate that adequate passing sightdistance is available and passing ispermitted where traffic allows;

(d) white broken lines are permissive, andindicate that lane changing is permittedwhere traffic allows;

(e) solid yellow lines are restrictive, andindicate that passing is unsafe and is notpermitted;

(f) solid white lines are restrictive, andindicate that lane changing is unsafeand is not permitted.

Passing may be unsafe due to insufficientpassing sight distances, the presence ofintersecting roads nearby, or other operationalconcerns.

(2) When used as dividing lines between trafficlanes and shoulders, longitudinal pavementmarkings must conform to the followingprinciples:

(a) solid yellow edgelines delineate theseparation of traffic lanes and shoulderswhen the shoulder is to the left of thetraffic lane in the direction of travel;

(b) solid white edge lines delineate theseparation of traffic lanes and shoulderswhen the shoulder is to the right of thetraffic lane in the direction of travel;



(c) broken white lines extend edge linesacross merging and diverging areas.Their function is to delineate the edge ofthe through roadway and clearly definethe space available for manoeuvring.

(3) Wide lines are used for emphasis in areaswhere standard markings are inadequate,such as at merging and diverging areas.Where a wide line is used in conjunction withstandard pavement markings, it must be atleast twice as wide as the standard markings.

Directional Dividing Lines

General

Directional dividing lines are used to designate theportion of a two-way roadway available for traffictraveling in each direction.

Depending on whether or not passing is permitted,a directional dividing line may consist of either a:

• Single, solid, yellow line;

• Single, broken, yellow line;

• Double, solid, yellow line; or

• Single, solid, yellow line paired with a single,broken, yellow line.

Double line markings are only required wherepermissive passing opportunities must be indicatedby direction of travel, where the posted speed limitis 70 km/h or more, or where additional emphasisof a passing prohibition is required.

A broken directional dividing line consists of a 3 mline segment, followed by a 6 m gap. Double linemarkings are generally separated by one line-width.

Refer to Section 3.7 for a discussion of barrier linesand passing prohibitions.

Directional dividing lines are generally placed tocoincide with the geometric centre of thepavement, but may be placed off-centre in order tomake the most efficient use of the roadway. Typicalexamples of off-centre positioning are:

• Pavement width transitions;

• Added turning lanes at intersections;

• An uneven number of lanes on vertical orhorizontal curves with limited sight distance;

• An urban street with parking permitted on oneside only;

• An urban roadway with an uneven number oftraffic lanes, having the extra lane allotted to thepredominant direction of flow;

• An urban roadway where reversible lane operationis used to accommodate peak-hour directionalvolumes;

• Truck climbing or passing lanes.

Criteria for Use

Directional dividing lines are required throughout theentire length of all multi-lane roadways.

Directional dividing lines are not required on one-way roadways.

Directional dividing lines must be extended on bothsides of a painted or flush-type median, as shown inFigure 8.

Directional dividing lines are discontinued throughmajor roadway intersections.

Directional dividing lines are generally requiredthroughout the length of all two-lane, two-wayroadways. However, continuous directional dividinglines may not be necessary and/or practicableunder the following circumstances:



• On low-volume, local roadways in urban areas;

• On low-volume, rural roadways;

• On roadways with temporary bituminoussurfaces.

Low-volume, Local Roadways in Urban Areas

Two-lane, urban roadways which do not fulfil anarterial function and which have a two-way, peak-hour volume of less than 500 vehicles may notrequire a continuous directional dividing line.Requirements for short sections of directionaldividing line at specific roadway features areoutlined below.

Low-volume, Rural Roads

Low-volume, rural roadways must be markedaccording to the following:

• Along their entire length, if 6 m wide or more,and carrying a two-way, peak-hour volume of 200vehicles or more;

• Along their entire length, if 5.5 m to 6 m wide ormore, and carrying a two-way, peak-hour volumeof 100 vehicles or more;

• Along their entire length, if 5 m to 5.5 m wide,and carrying a two-way, peak-hour volume of 50vehicles or more;

• Continuously, along any section where thecollision experience indicates a need to define thedivision between opposing traffic streams;

• Continuously, in any area with heavy night trafficor tourist traffic; and

• Continuously, in any area where the roadway islikely to be obscured frequently by fog or otheratmospheric conditions.

Rural roadways which, based on width, do notexceed the volume thresholds outlined above, andwhich do not exhibit the collision, traffic or climacticconditions outlined, need only be marked at specificroadway features. Requirements for short sectionsof directional dividing line at specfic roadwayfeatures are outlined below.

Roadways with Temporary Bituminous Surfaces

Roadways of this type need only be marked atspecific roadway features. Requirements for shortsections of directional dividing line at specificroadway features are outlined below.

Directional Dividing Linesat Specific Roadway Features

Where a continuous directional dividing line isdetermined to be impracticable or unnecessary,short segments of directional dividing line arerequired at specific roadway features. These include:

• Vertical curves;

• Horizontal curves;

• Intersections;

• Crosswalks;

• Crossovers;

• Railway crossings;

• Bridges;

• Subways; and

• Obstructions within the roadway.



Figure 8 – Directional Dividing Lines on Rural and Urban Roads

RURAL

(c) YELLOWDOUBLE

SOLID

(d)YELLOWDOUBLE

SOLID

(a)

YELLOWDOUBLE SOLID,OR BROKEN IN

SINGLEDIRECTION

(b)YELLOWSINGLESOLID

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

TWO LANE RURAL HIGHWAYS

TEMPORARY SURFACESWHERE MARKINGS ARE REQUIRED

MULTI - LANE RURAL UNDIVIDED HIGHWAYS

PAINTED OR FLUSH TYPE MEDIANS

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

FLUSH MEDIAN



On temporary bituminous and rural two-laneroadways, where the directional dividing line is notcontinuous, these locations should be marked asfollows:

• Along the approaches to the crest of a hill wherethe available sight distance is less than 150 m;

• From 30 m in advance through 30 m beyond anycurve having a radius of less than 180 m (10degrees of curvature or greater), or where thesight distance is less than 150 m;

• On the approach to a through highway, for aminimum of 60 m from the stop line. A greaterdistance may be necesary where longer queuesare normal, sight-lines are restricted, or higheroperating speeds are common;

• At least 30 m in advance of any intersection,crosswalk, crossover or railway crossing; and

• In advance of any bridge, subway or obstructionwithin the roadway as outlined in Section 3.7.

Figure 8 – Directional Dividing Lines on Rural and Urban Roads (cont’d)

(a)DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

MULTI-LANE HIGH-SPEED ROADWAYS

YELLOWLINES WITH

10 cmSEPARATION

DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

(b)DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

TWO-WAY LOW-SPEED URBAN STREET (2 TO 4 LANES)

YELLOWSOLID ORBROKEN

LINEDIRECTION OF TRAVEL

DIRECTION OF TRAVEL

URBAN



Lane Lines

General

Lane lines are used to separate traffic lanes thatmove in the same direction. Lane lines organizetraffic in its proper channels, and promote theefficient use of the roadway at congested locations.

Lane lines should be used where the followingconditions exist:

• On rural and arterial urban highways having twoor more adjacent lanes for traffic moving in thesame direction;

• At the approaches to intersections with otherroads;

• At crosswalks;

• At crossovers;

• In hazardous locations on rural highways and citystreets; and

• At congested locations, particularly on city streets,where the roadway has to accommodate morelanes of traffic than would be possible withoutlane lines, including but not restricted to:

• between loading islands and sidewalk curbs;

• where the normal lane width is decreased; and

• at approaches to widened intersections.

Normally, lane lines break at intersections unless thesituation warrants extra guidance information to thedriver. Line breaks help drivers to quickly identify anapproaching intersection and are especially helpfulat night when visibility is limited.

Rural Roads

On a rural road where lane changes are permitted,the lane line must be a broken white retroreflectiveline approximately 10 cm wide, composed of 3 msegments separated by 9 m gaps, as shown inFigures 3 and 4.

Where lane changes are discouraged, a lane linemust be a solid white retroreflective lineapproximately 10 cm wide as shown in Figure 4.This solid lane marking may be used to separatethrough traffic lanes from auxiliary lanes, such asleft- or right-turn lanes, or to separate traffic lanes atthe approach to an intersection.

Lane width, defined by the transverse spacing oflane lines, should be at least 3 m and no wider than4 m, unless the lane is a shared-use lane.

Urban Roads

On urban streets where lane changes are permitted,lane lines must be broken white retroreflective lines,approximately 10 cm wide, and should becomposed of 3 m segments separated by 6 mgaps. The following exceptions apply:

• On high speed roadways with posted speed limitsof 90 km/hr or above, the gap may be increasedto 9 m;

• Where approach speeds are 60 km/hr or lower,as at intersections or between islands and curbs,the line segments may be as short as 1.5 m withgaps of 3 m.

Where lane changes are discouraged, a lane linemust be a solid white retroreflective lineapproximately 10 cm wide, as shown in Figure 4.This solid lane marking may be used to separate



through traffic lanes from auxiliary lanes, such as atexit or entry lanes, to denote preferential lanes, or toseparate traffic lanes at the approach to anintersection.

At approaches to major intersections it is commonto give drivers extra guidance information throughthe use of the solid white lane line. This line warnsdrivers to exercise caution when considering a lanechange.

Lane width, defined by the transverse spacing oflane lines, should be at least 3 m, but a minimum of2.75 m may be used where the roadway width islimited and efficient lane use is important, as atsignalized intersections, on bridges and in subways.

On sharply curved sections of urban streets, lanewidths must be increased to accommodate off-tracking by long vehicles. At such locations, andalso on tangent sections where the roadway widthbetween the directional dividing line and the curbexceeds 6 m, the lane line must be placed to makethe lane next to the curb up to 1 m wider than theadjacent lane in the same direction.

On multi-lane urban arterial streets with postedspeed limits of 70 km/h or 80 km/hr, and oncontrolled access highways in urban areas, the lanemarkings must be the same as for rural highways.

A combination of markings is sometimes useful tohelp solve unusual traffic problems. For example,traffic backups are common during peak periods onurban streets. The application of reversible lanemarkings to provide extra lanes can alleviate thisproblem. Caution should be exercised with thesemarkings, so that drivers (especially tourists andother drivers who are unfamiliar with the trafficpatterns) are not confused. The use of regulatedsigns or traffic signals together with the lanemarkings and lane controls can help to support andguide the driver.

Edge Lines

General

Edge line markings delineate the outside edges ofthe traveled pavement. Edge lines adjacent to gravelshoulders and on or adjacent to partially pavedshoulders reduce shoulder maintenance andcollision frequencies while providing effective travellane delineation, particularly in conditions of poorvisibility. Because low-beam headlights are aimeddown and to the right, solid edgelines can be seenconsiderably further at night than directionaldividing lines located in the centre of the road,especially when the directional dividing line isbroken.

Drivers often use edgelines as a guide in poorlighting conditions such as at night or in fog. If anoncoming driver has failed to dim the headlights,the approaching driver may look to the edge line forguidance.

Pavement edge line markings must be continuoussingle solid retroreflective lines approximately 10 cmwide. Edge lines to the right of a travel lane (whenviewed by the driver) must be white; edge lines tothe left of the travel lane must be yellow.

To delineate the pavement edge or separate theshoulder from the traveled lane, line markings mustbe used as follows:

• Where the shoulder is paved;

• 120 m in advance of, under, and over all one-lanebridges or subways, as shown in Figure 9;

• 150 m in advance of and around all curves havingan advisory speed less than the posted speedlimit;

• In merging and diverging lanes;



• At pavement width transitions;

• Where obstructions on the shoulder are within60 cm of the pavement edge or the edge of thetraveled lane, posing a potential hazard to traffic;

• Where there are unusual physical conditions orfrequent occurrences of fog;

• On the median and shoulder edges of allfreeways;

• On both sides of all interchange ramps; and

• On both sides of all channelization lanes.

Pavement edge line markings may be omitted onlow-speed urban roadways with non-mountable curband gutter, provided that the traveled lane isimmediately adjacent to the curb.

Edge lines must not be continued throughintersections with other roadways. Edge lines shouldbe carried through driveways and private orcommercial entrances that meet the roadway unlessthe access is signalized. Breaking the edge lines forminor accesses would disrupt the guidance whichthey provide to the driver.

Freeways and Multi-lane Roadways

Where the shoulders are fully paved, the edge linesmust be placed on the shoulder directly adjacent tothe edge of the traveled roadway.

On freeways where shoulders are gravel or partiallypaved, and the lane widths are 3.6 m or more priorto marking, the edge lines must be placed at adistance from the median and shoulder edge of thetraveled lane so that the marked lane is consistently3.3 m wide.

Where the lane widths are less than 3.6 m prior tomarking, the edge lines must be placed 15 cm fromthe median and shoulder edges of traveled lane,unless the shoulders are partially paved, in whichcase the edge lines must be placed to provide amarked lane width of 3.3 m.

Two-lane Roadways

Edge lines help drivers to stay on the proper pathand reduce the likelihood of a vehicle leaving thedesignated roadway and losing control on a gravelshoulder or pavement edge drop-off. Where full-width paved shoulders are provided on two-laneroadways, the edge line must be placed to mark aneffective lane width of 3.3 m and a paved shoulderwidth of up to 3 m.

Where the improper use of full-width pavedshoulder is to be discouraged (for example, wherevehicles illegally pass on the right), the effectiveshoulder width may be reduced by painting theedge line on the shoulder 15 cm out from thenormal edge of the roadway, resulting in aneffective lane width of 3.5 m and a paved shoulderwidth of up to 2.85 m.

Where shoulders are gravel or partially paved, andwhere pavement drop-off necessitates an abnormalfrequency of shoulder grading, an edge line may beplaced. Where the pavement width prior to markingprovides 3.6 m or more per lane, the edge line mustbe placed at a distance from the pavement edge sothat the lane is consistently 3.3 m wide. Theposition of the edge line relative to the centre linemust not be changed, even if additional pavementhas been added along the original edge of thepavement.



Figure 9 – Marking for One-lane Bridge or Subway

EDGE LINES

3 m

6 m

3 m

6 m

3 m

120

m12

0 m

NA

RR

OW

BR

IDG

E

Wa-24

Wa-24

A STRUCTURE SHALL BE CONSIDERED A

ONE LANE BRIDGE OR SUBWAY WHERE

WIDTH OF ROADWAY ON OR UNDER THE

STRUCTURE IS LESS THAN 5 m (OR LESS

THAN 6 m IN CASES WHERE COMMERCIAL

VEHICLES COMPRISE A SIGNIFICANT

PERCENTAGE OF THE TRAFFIC) OR WHERE

THE APPROACH ALIGNMENT IS POOR



Where the lane width prior to marking is less than3.6 m, the edge line must be placed 15 cm fromthe shoulder edge of the traveled lane unless theshoulders are partially paved, in which case theedge lines must be placed to provide a marked lanewidth of 3.3 m.

Interchange Ramps and Channelization Lines

Edge line and continuity line markings for single-lane on ramps, off ramps, and on-off auxiliary lanesare shown in Figures 10 through 13. Thesemarkings must be used at all interchanges. Edgeline markings for channelization are shown in Figure14. On all single interchange ramps and onchannelizations, the edge lines must be marked toachieve an effective lane width of 4.2 m.

Edge line markings for multi-lane interchange rampsand channelizations must follow the guidelines forfreeway edge line markings.



Figure 10 – Freeway Off Ramps with Wide Lines

10 cm WHITEEDGE LINE

10 cm YELLOWEDGE LINE

10 cm WHITE LANE LINE3 m LINE - 9 m GAP

20 cm WHITE EDGE LINE

20 cm WHITE CONTINUITY LINE3m LINE - 3 m GAP

10 cm EDGE LINES

10 m

SAME WIDTH AS DECELERATION LANE

215 m


10 cm YELLOWEDGE LINE

10 cm WHITE LANE LINE3 m LINE - 9 m GAP


20 cm WHITE CONTINUITY LINE3 m LINE - 3 m GAP

10 m10 m

10 cm EDGE LINES

WHERE DIVERGING EDGE LINES BECOME20 cm IN WIDTH

WHERE DIVERGING EDGE LINES BECOME20 cm IN WIDTH

215 m

10 m



Figure 11 – Freeway On-Off Auxiliary Lane with Wide Lines

10 m

50 m MIN. OR TO PHYSICAL BULLNOSE

10 cm YELLOW EDGE LINE

10 cm EDGE LINES

SAME WIDTH AS ACCELERATION LANE

WHERE MERGING EDGE LINES BECOME 20 cm IN WIDTH

20 cm WHITE CONTINUITY LINE 3 m LINE - 3 m GAP


10 cm WHITE LANE LINES3 m LINE - 9 m GAP


20 cm WHITE CONTINUITY LINE 3 m LINE - 3 m GAP


SAME WIDTH AS DECELERATION LANE

WHERE DIVERGING EDGE LINES BECOME 20 cm IN WIDTH

10 cm EDGE LINES

110 m

110 m

320 m

200 m MIN. (IF LESS, CONNECT CONTINUITY AND 20 cm EDGE LINES)

10 m



Figure 12 – Freeway Either/or Lane Off Ramps with Wide Lines

10 m

10 cm EDGE LINES

320 m

20 cm WHITE CONTINUITY LINE3 m LINE - 3 m GAP





10 m

WHERE DIVERGING EDGE LINES BECOME 20 cm IN WIDTH

20 cm WHITE EDGE LINES

START OF TAPER



Figure 13 – Freeway On Ramps with Wide Lines

10 cm White Line3m LINE - 9 m GAP

10 m


20 cm WHITECONTINUITY LINE3 m LINE - 3 m GAP

WHERE MERGINGEDGE LINES BECOME20 cm IN WIDTH

50 m MIN. OR TOPHYSICAL BULLNOSE

110 m



110 m

10 cm WHITE EDGE LINES

10 cm YELLOW EDGE LINES

50 m MIN. OR TOPHYSICAL BULLNOSE

SAME WIDTH ASACCELERATIONLANE

WHERE MERGINGEDGE LINES BECOME20 cm IN WIDTH

20 cm WHITECONTINUITY LINE3 m LINE - 3 m GAP


10 cm White Line3m LINE - 9 m GAP

10 m



VARIABLE LENGTHPARALLEL LANE

30 cm

EDGE OFPAVEMENT

10 cm Edgeline4.2 m

1.25 - 3 m

30 cm

20 cm EDGE LINE

20 cm CONTINUITY LINE3 m LINE - 3 m GAP

10 cm EDGE LINE

100 m IN ADVANCEOF START OF TAPER

30 m



3.5 Transition Linesand Continuity Lines

Transition Lines

Transition lines are markings which must be used toindicate changes in pavement width such as atoffset or terminated lanes, as shown in Figures 15and 16.

Any reduction in pavement width is an expectancyviolation and a hazard to the driver, especially atnight. A transition line alone is not sufficientwarning of a reduction in pavement width.Pavement width transition lines must only be usedto supplement standard warning signs. This helps toprevent driver confusion and error.

Transition lines are subject to the samerequirements as lane, edge, and standard directionaldividing lines, plus the following:

• Through the transition area, the opposingdirections of traffic must be separated by a barrierline in the direction of convergence – either adouble solid barrier line, or a broken directionaldividing line with an adjacent barrier line;

• When two lanes in the same direction arereduced to one, lane lines must be discontinued100 m in advance of the start of the taper, andreplaced by broken retroreflective continuity lines20 cm wide for the length of the taper;

• 20 cm edge lines must begin at least 100 m inadvance of a taper, and end at least 30 m pastthe end of the taper in the direction ofconvergence;

• 10 cm edge lines must begin at least 30 m inadvance of a flare (where one lane diverges intotwo or more lanes), and end at least 30 m pastthe end of the flare in the direction of divergence.

Converging markings must have a length of not lessthan L, determined by:

L = S x W

1.6

Where: L = length of the transition (metres)S = posted speed limit (kilometres

per hour)W= offset distance (metres)

Longer taper lengths should be used where trafficvolumes are high, or where observed 85thpercentile speeds exceed posted speed limits.

Longitudinal lines may be supplemented by arrowmarkings on the pavement, placed before the pointat which convergence begins, directing motorists tomerge from the discontinued lane into the throughlane.

Continuity Lines

Continuity lines are wider, more closely spaced lanelines placed to distinguish the edge of a throughlane from an adjacent merge or diverge lane. Acontinuity line reinforces the right-of-way protocol byrequiring the motorist who enters or exits thethrough lane to yield when crossing over it.Continuity lines emphasize signed warningmessages normally provided.

Continuity lines must be placed where a merge,diverge, or slow-moving vehicle lane begins or endsadjacent to a through lane:

• On freeways, broken lines approximately 20 cmwide, or twice as wide as the lines in adjacentroad sections, should extend along the entirelength of a merging or diverging area;



Figure 15 – Transitions from Four to Two Lanes(Four Lane to Two Lane Undivided – On Centre Line)

100

m

AR

RO

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O

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ION

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100

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30 m

30 m

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DG

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20 c

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peed

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e w

idth

in m

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W *

1.6



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300

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30 m

100

m20

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ED

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LIN

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30 m

Wa-

123R

Wa-

123t

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2 km

IN L

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GT

H

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R L

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GT

H =

S x

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6

250

m A

PP

RO

X.

* S

= S

PE

ED

LIM

IT k

m/h

W

= O

FF

SE

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AN

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IN M

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S

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TIN

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3m

GA

P

AR

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ION

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100

m

Figure 16 – Transitions from Four to Two Lanes(Four Lane to Two Lane – Offset Centre Lines)



• On lower category roadways, standard continuitylines approximately 10 cm wide may extend alongthe entire merging or diverging area.

In all cases, the uniform pattern of 3 m segmentsand 3 m gaps, as shown in Figure 3, must be used.

3.6 Interchange Ramps andChannelization Lines

Edge lines and continuity line markings for single-lane on ramps, off ramps, and auxiliary lanes areshown in Figures 10 to 13. These markings must beused at all interchanges. Edge line markings forchannelization are shown in Figure 14. Thesemarkings assist drivers in choosing and followingthe correct path without diverting their attentionfrom the roadway. This is of particular importancefor inexperienced drivers who have difficultymerging on and off the freeway.

On all single interchanges and channelization, theedge lines must be marked to achieve an effectivelane width of 4.2 m.

Edge line markings for multi-lane interchange rampsand channelization must follow the guidelines forfreeway edge line markings.

3.7 Barrier Lines

General

Barrier lines separate opposing traffic streams anddenote a no-passing zone on two-way undividedroadways. A barrier line is a solid yellowretroreflective line, 10 cm wide, placed about 10 cmfrom the directional dividing line. If the directionaldividing line is a broken line, the addition of a barrierline results in dual lines (one solid and one broken)

which denote that passing may be attempted in onedirection only. The broken line must be placedadjacent to the lane in which passing is permitted,and the solid barrier line must be placed adjacent tothe lane in which passing is prohibited. Where thedirectional dividing line is a solid line, the addition ofthe barrier line results in a double solid line,denoting that passing is prohibited in bothdirections.

A no-passing zone may be established wherepassing would be hazardous (for example, wheresight distance is restricted by vertical and/orhorizontal curves, at the approach to an intersection,at the approach to an obstruction that must bepassed on the right, at lane reduction or transitionareas, or in a school zone). A no-passing zone mustbe marked with a barrier line in addition to adirectional dividing line.

Barrier lines must not be broken at private orcommercial entrances, but must be discontinuedwhere public roads intersect or where leftchannelization is present.

Lane Reductions

Any reduction in pavement width poses a hazard todrivers, especially at night. Lane reduction markingsmust be used to guide traffic at points where thepavement narrows, resulting in fewer through lanes.In lane reduction areas, a barrier line must separatethe opposing directions of traffic to prohibit passingin the direction of convergence or in both directions.The barrier line helps to define these changes to thedriver. Line markings for lane reduction transitionsare discussed in Subsection 3.5, “Transition Linesand Continuity Lines”.



Figure 17 – Two-lane Highway with Added Truck Climbing Lane

800

m

VA

RIA

BLE

LE

NG

TH

100

m30

m10

0 m

30 m

TA

PE

R L

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H =

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W *

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ere

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ing

dist

ance

.

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lim

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W =

Lan

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idth

in m

.

S x

W *

1.6



Figure 18 – Two-lane Highway with Added Truck Climbing or Passing Lane

Rb-

30

Rb-

33

30 m

VA

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30 m

100

m

30 m

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6*

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in k

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W

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ane

wid

th in

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1.6

100

m

100

m20

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Passing Zones (Truck ClimbingLanes and Added Passing Lanes)

Figures 17 and 18 show the placement of requiredregulatory and warning signs and typical guidelinesfor roadway markings on two-lane highways wherea passing lane or truck climbing lane has beenadded. Post-mounted delineators may be installed toemphasize the lane termination.

No-passing Zones

Two-lane Roadways

Where the no-passing zone is in one direction onlyon a two-way, two-lane roadway a barrier line mustbe placed adjacent to the lane in which passing isprohibited, while the broken directional dividing linemust be carried through the no-passing zoneadjacent to the lane in which passing is permitted,as shown in Figure 19.

Where the no-passing zones in opposite directionsoverlap on a two-way roadway, the solid directionaldividing line must be supplemented by a barrier line.

The treatment of directional dividing lines betweensegments of barrier line is addressed in Figure 20:

• Where two barrier lines would terminate within25 m of each other without overlapping, theymust be extended to meet as shown in Figure 20.

• Where two barrier lines would terminate within26 m to 80 m of each other without overlapping,the interval between them must be filled by adouble broken line as shown in Figure 20.

• Where two barrier lines would terminate morethan 80 m apart, the gap between them mustbe filled by a single broken line as shown inFigure 20.

Criteria for Use

The establishment of a no-passing zone depends onthe speed limit and minimum safe passing sightdistance at that speed, which is the minimum viewof the highway ahead that a driver needs beforeattempting to pass another vehicle traveling in thesame direction. This distance is based on anassumed driver’s eye height of 1.05 m and anobject height of 30 cm on the highway ahead (bothmeasured from the pavement surface). A no-passingzone is established where the driver’s passing sightdistance falls below the minimum.

It is important to remember that passing zone sightdistances that are safe for automobiles may be tooshort for trucks, with their greater height and lengthand slower acceleration. Passing zones on roadsthat are heavily traveled by trucks may beestablished using greater passing sight distances.

Both vertical and horizontal curves require a markedno-passing zone when the sight distance for thespeed limit is less than or equal to the minimumslisted in Table 1.

Table 1 – Minimum Passing Sight Distances

timiLdeepSgnissaPmuminiM

ecnatsiDthgiS

h/mk05 m051

h/mk06 m002

h/mk07 m052

h/mk08 m572

h/mk09 m003

h/mk001 m083

h/mk011 m574



Figure 19 – Two-lane Pavements

BEGIN NO-PASSING MARKINGAT THE POINT WHERE THESIGHT DISTANCE REDUCES TOLESS THAN X METRESMEASURED AS SHOWN INFIGURE C-7

BEGIN NO-PASSING MARKINGAT THE POINT WHERE THESIGHT DISTANCE REDUCES TOLESS THAN X METRESMEASURED AS SHOWN INFIGURE C-11

END NO-PASSING MARKING ATTHE POINT WHERE THE SIGHTDISTANCE IS X METRES ANDOVER MEASURED AS SHOWNIN FIGURE C-7

VERTICAL CURVES

PAVEMENT WIDTH5m TO 9m

END NO-PASSING MARKING ATTHE POINT WHERE THE SIGHTDISTANCE IS X METRES ANDOVER MEASURED AS SHOWNIN FIGURE C-11

HORIZONTAL CURVES

PLAN

PLAN

F O R T H I S D I R E C T I O N O F T R A V E L

FOR TH IS D IRECT ION OF TRAVEL



Figure 20 – Treatment of Ends of Barrier Lines on Two-lane Highways

CASE I

CASE II

CASE III

6 m

ENDS OF BARRIER LINES WHICH COME WITHIN 25 m OF EACH OTHER SHALL BE EXTENDED TO MEET AS SHOWN.

FROM 2 TO 8 SEGMENTSOF BROKEN LINE

6 m

ENDS OF BARRIER LINES WHICH COME WITHIN 25 TO 80 m OF EACH OTHER SHALL BEENDED IN LINE WITH THE END OF THE NEAREST SEGMENT OF THE ADJACENT BROKENLINE AS SHOWN AND A DOUBLE BROKEN LINE SHALL BE USED TO FILL THE GAP.

THIS DISTANCE TO BE 80 m OR MORE.

ENDS OF BARRIER LINES WHICH ARE MORE THAN 80 m APART SHALL BE ENDEDIN LINE WITH THE NEAREST SEGMENT OF THE ADJACENT BROKEN LINE AS SHOWNAND A SINGLE BROKEN LINE SHALL BE USED TO FILL THE GAP.

15 m



Drivers need a greater distance for safe passing athigher speeds. Where the 85th percentile speedexceeds the speed limit, the minimum safe passingsight distance is increased.

No-passing zones must be used on the approachesto all rural intersections with traffic control signals atintersections where the topography, road alignment,or accident experience dictates the need. Thelength of the no-passing zone required will dependupon individual intersection characteristics.

It is usually not necessary to mark no-passing zoneson urban streets, as speeds are generally low. Asingle directional dividing line is usually sufficient.On high-speed arterial streets, where no-passingzone markings are required, the guidelines are thesame as for rural highways.

No-passing zones must be marked where passingzones are less than the minimum lengths shown inTable 2. These minimums are intended for passingzones on level grades. On appreciable uphill grades,more distance is often required to initiate andcomplete a safe pass, which makes it desirable toexceed the minimums shown in the table.

The methods for locating and setting out barrierlines for vertical and horizontal curves are providedbelow.

Vertical Curves

No-passing zones on vertical curves are determinedon the basis of sight distance requirements, asshown in Figure 19. The zones must be establishedin two steps:

(1) The proposed zones must be plotted to thenearest multiple of 3 m on a profile of thesection of highway, to be marked as shown inFigure 21. The barrier line must be at least100 m long where the speed limit is less than60 km/hr, and at least 150 m long where thespeed limit is 60 km/hr or more. If the actualno-passing zone is shorter than the specifieddistance, additional length of barrier line mustbe added to the beginning of the zone tomake up the difference.

Where the distance between the end of onepassing zone and the beginning of the next isless than the value in Table 2, the two zonesmust be joined to form one continuous no-passing zone.

The beginning and end points of each barrierline must be determined from the profile andmarked on the pavement during thepremarking operation. Any barrier line may belengthened slightly so that its end is even withthe adjacent broken line segment.

(2) All no-passing zones must be checked at thesite using target boards as shown in Figures22 and 23 before the actual striping operationbegins.

deepSgnitarepOhtgneLmuminiMenoZgnissaPfo

h/mk05 m021

h/mk06 m061

h/mk07 m002

h/mk08 m042

h/mk09 m082

h/mk001 m023

h/mk011 m063

Table 2 – Minimum Lengthsof Passing Zones (Level Grade)



Figure 21– Method of Establishing No-passing Zones Using a Highway Profile

232

m

230

m

228

m

226

m

224

m

220

m

60 m

80 m

14 + 400

20 m

40 m

60 m

80 m

14 + 500

20 m

40 m

60 m

80 m

14 + 600

20 m

40 m

NO

PA

SS

ING

ZO

NE

S T

O N

EA

RE

ST

3 m

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.

B.Z

.

X M

ET

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S

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X M

ET

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30 c

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ND

B. Z

. - 1

4 +

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E. Z

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ING

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EN

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N

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AVE

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Figure 21– Method of Establishing No-passing Zones Using a Highway Profile (cont’d)

232

m

230

m

228

m

226

m

224

m

220

m

60 m

80 m

14 + 400

20 m

40 m

60 m

80 m

14 + 500

20 m

40 m

60 m

80 m

14 + 600

20 m

40 m

NO

PA

SS

ING

ZO

NE

S T

O N

EA

RE

ST

3 m

E.Z

.

30 c

m

X M

ET

RE

S

1.05

m

1.05

m

1.05

m

NO

RT

HB

OU

ND

B. Z

. - 1

3 +

398

E. Z

. - 1

4 +

550

B.Z

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IGH

T D

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CE

F

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TH

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G S

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N

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NE

FOR

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B.Z

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E

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EN

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F Z

ON

E

PR

OF

ILE

NO

RT

HB

OU

ND

LR

OA

DW

AY

C

X M

ET

RE

S



Figure 22 – Sketch Showing the Method of Establishing No-passing Zones on Vertical Curves

MINIMUM SIGHT DISTANCE

10 X 2.5 cm PEEP HOLE

20 cm

30 cm

1.05

m

30 cm

1.05 m

B b

A e1.05 m

B e

A b

1.05 m

30 cm

PLAN

PROFILE

X METRES SIGHT DISTANCE

B b

A e

B e

A b

The measuring of the x metres sight distance is accomplished with the use of two targets as shown. The peep hole in the target is 10 cm wide and 2.5 cm high. Onetarget is mounted 1.05 m above the pavement and the other 30 cm above the pavement.

SEE TABLE C-1

STEP 1STEP 3

STEP 2 STEP 4



Figure 22 – Sketch Showing the Method of Establishing No-passing Zones on Vertical Curves (cont’d)

STEP 1

Ab

PLAN

PROFILE

BEGIN NO-PASSING ZONEBFOR

1.05 m

A

BLINE OF SIGHT

X METRES SIGHT DISTANCE1.05 m

Beginning on the upgrade side of the curve men A and B pull the line taut with A sighting through the slot peephole in his 1.05 m target to see B's 1.05 m target. At the point where B's target just drops out of sight A marks 'T' as shown in sketch below.

1.05 m

PLAN

A

B

LINE OF SIGHT


PROFILE

30 cm

STEP 2

Ae

END NO-PASSING ZONE FOR B

A and B continue over the vertical curve with A sighting B's lower 30 cm target until it is just visible to A. Place an "end" point to the right of the centre as shown in sketch below.

Note:The begin and end marks ( ) shall be placed on the pavement so that their stems will point in the direction of the solid line to be applied.




Figure 22 – Sketch Showing the Method of Establishing No-passing Zones on Vertical Curves (cont’d)

1.05 mX METRES SIGHT DISTANCE

PLAN

1.05 mLINE OF SIGHT

BEGIN NO-PASSING ZONEFOR A

B

A

PROFILE

Bb


Then both men move back over the vertical curve, holding the line taut and with B sighting from his upper target to where A's upper target just drops out of sight. There B places a 'begin T' as shown in sketch below.

STEP 3

1.05 m

PLAN END NO-PASSING ZONEFOR A

Be

A and B continue over the vertical curve with B sighting A's lower 30 cm target until it is just visible to B. Place an "end" point to the right of the centre as shown in sketch below.

STEP 4


LINE OF SIGHT

B

A

PROFILE

30 cm




Figure 23 – Method of Establishing No-passing Zonesfor Successive Vertical Curves on Two-lane Pavements

BE

GIN

NIN

G A

T A

P

OIN

T O

N T

HE

F

IRS

T C

UR

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RE

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SIG

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IST

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LE

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TH

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ME

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ES

EN

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T A

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INT

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ER

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T D

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IN

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AN

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EM

AIN

S A

T

X M

ET

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S F

OR

A

DIS

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NC

E O

F 1

50 m

O

R M

OR

E

Ae

Bb

Be

Bb

Ab

Ae

Ab

Be

WH

ER

E T

HIS

DIS

TA

NC

E IS

LE

SS

TH

AN

150

m T

HE

BA

RR

IER

LIN

E

SH

ALL

CO

NN

EC

T T

HE

EN

D O

F T

HE

FIR

ST

ZO

NE

WIT

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HE

B

EG

INN

ING

OF

TH

E N

EX

T Z

ON

E

EN

DIN

G A

T A

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INT

ON

NE

XT

VE

RT

ICA

L C

UR

VE

WH

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E

B's

SIG

HT

DIS

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E IN

CR

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S T

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ND

RE

MA

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AT

X

ME

TR

ES

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F 1

50 m

OR

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RE

BD

irect

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AD

irect

ion

PR

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N

BE

GIN

NIN

G A

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'S S

IGH

T D

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AN

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ET

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S

SU

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ES

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OR

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NT

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ES

ON

TW

O-L

AN

E P

AV

EM

EN

TS

SH

AL

L B

E M

AR

KE

D S

IMIL

AR

LY

*



Horizontal Curves

No-passing zones on horizontal curves aredetermined on the basis of sight distancerequirements, as shown in Figures 19 and 24.

Horizontal curves are classified as left curves orright curves, always referenced from the driver’spoint of view. On any horizontal curve, the highwaywill curve to the left when viewed from oneapproach and to the right when viewed from theother. A driver’s eye height of 1.05 m and objectheight of 30 cm must be used in checking passingsight distance.

(1) Right CurvesThe length of a no-passing zone marked witha barrier line for traffic approaching a rightcurve must be established using Table 3 or bymeasuring the sight distance in the field asshown in Figure 24. A barrier line must bemarked from the beginning of curve (BC) tothe end of curve (EC) on all curves thatgenerate a Zone A value in Table 3.

For circular curves, BC is the point where theroadway centreline departs from tangent andEC is the point where the roadway centrelinereturns to tangent.

Where a spiral curve has been used betweenthe tangent and circular curves, points BC orEC must be assumed to be at the midpoint ofthe spiral for the purpose of marking a rightcurve. Table 3 provides values for Zone A, thelength of barrier line to be provided inadvance of a right curve. Where no value forZone A is given, no barrier line is used on theright curve.

(2) Left CurvesThe length of no-passing zone marked with abarrier line for traffic approaching a left curvemust be established by measuring the sightdistance in the field, as shown in Figure 24.Where barrier line “B” required on a left curve,measured as shown in Figure 24, is shorterthan 100 m, it must be extended beyond thebeginning of the curve by adding the Zone“C” value, so the B + C = 100 m. Where thedistance is over 100 m, it must be markedas measured.

For a right curve the sight distance is measured astangent to the edge of a theoretical 3 m shoulder.For a left curve, the line of sight may cross the right-of-way on the inside of a curve, provided that thereare no trees, rock embankments, poles, buildings, orother obstructions between the line of sight and thehighway.

A lateral offset of 1.5 m should be maintainedbetween the line of sight and all foliage to allow forfuture growth of trees and bushes. The line of sightmay pass as close as practicable to any poles,buildings, or rocks.

The line of sight may cross the fence line where thehighway curves left around a lake or on a high fillwhere the line of sight cannot be obstructed byfuture building construction, growth of trees, orfields of crops.

Approval should be obtained from the road authorityprior to conducting sight distance measurementsoutside the roadway fence lines or across privateproperty.



Figure 24 – Method of Establishing No-passing Zones on Horizontal Curves

Rock, Building, etc.

1.5 m

TREE

MINIMUM SIGHT DISTANCEX METRES

E.C. B.C.

B

C

IF "B" IS LESS THAN 100 m - LENGTH "C" IS ADDED TO BEGINNING OF ZONE TO BRING IT UP TO THE 100 m MINIMUM.

"B" IS LENGTH OF BARRIER LINE REQUIRED BY RESTRICTED SIGHT DISTANCE.WHERE "B" IS GREATER THAN

ZERO, BUT LESS THAN 100 m,DISTANCE 'C' SHALL BE ADDEDSO THAT 'B' + 'C' = 100 m

B.C. E.C.

MINIMUM SIGHT DISTANCE 'X' METRESMEASURED ACROSS EDGE OF 3 m SHOULDER

Plan showing method of marking barrier line on RIGHT curve (showing one direction only)

A SOLID LINE IS MARKED FROM B.C. TO E.C. ON ALL CURVES 1170 METRES RADIUS AND LESS EXCEPT WHERE NOTED IN TABLE 3.

THE LENGTH OF BARRIER LINE IN ADVANCE OF THE CURVE IS AS GIVEN IN TABLE 3 OR MEASURED IN THE FIELD AS SHOWN.

3 m

Plan showing method of marking barrier line on LEFT curve (showing one direction only)

Measured across clear right-of-way in side fence as described in Section 3.7

X METRES

cL ROADWAY EDGE OFPAVEMENT

cL ROADWAY

EDGE OFPAVEMENT



Table 3 – Length of Barrier Line in Advance of Right Curve (in metres)

)h/mk(timiLdeepS 05 06 07 08 09 001 011

foeergeDerutavruC

suidaR)m(

)sertemnievructhgirfoecnavdanienilreirrabfohtgneL("A"enoZ

°10571 – – – – – – –

'03°1 0711 – – – 03 001 541 091

°2 578 – – 03 57 031 571 022

'03°2 067 – 03 57 001 541 091 022

°3 085 – 55 09 031 561 002 032

'03°3 005 03 56 001 041 571 012 032

°4 044 54 08 011 551 081 022 042

'03°4 093 55 09 021 551 091 022 042

°5 053 56 001 031 561 002 032 542

'03°5 023 56 001 031 561 002 032 542

°6 092 57 011 041 571 012 042 542

'03°6 072 57 011 041 571 012 042 552

°7 052 08 021 041 081 012 542 552

'03°7 032 08 021 541 081 022 542 552

°8 022 09 031 541 091 022 542 552

'03°8 502 09 031 551 091 022 552 552

°9 591 09 031 551 091 022 552 562

'03°9 081 09 031 551 091 022 552 562

°01 571 09 031 551 091 022 552 562

'03°01 561 09 031 061 091 022 552 562

°11 061 001 031 561 002 032 562 562

&'03°11revo

ro051ssel

001 041 561 002 032 562 572

.evructhgirehtnodesuebllahsenilreirrabon,nevigsi"A"enoZrofeulavonerehW



Narrow Bridges

A no-passing zone must be established over allbridges, within all subways, and under structureswhere the clearance between the edge of approachpavement and rail, pier, or abutment is 60 cm orless on one or both sides of the roadway. Thenarrowing of lanes represents an expectancyviolation and a hazard to drivers. The configurationof the bridge may also pose a hazard (for example,loss of the shoulder or narrowing of the lanes).Pavement markings and signs alert drivers andguide them to the safest position to cross.

(1) On two-lane roadways with lanes at least 4 mwide on or under a structure, the no-passingzone must be marked by a double barrier lineand by a barrier line or lines extending back120 m on each approach. The purpose of thisis to prohibit passing for traffic approachingor (if appropriate) for traffic leaving thestructure. This is shown for two-lane bridges inFigure 25.

(2) Where the approach pavement is less than7 m wide, a single barrier line must be appliedrather than a double barrier line.

(3) On two-lane roadways with lanes more than2.5 m wide (3 m where the proportion oflarge commercial vehicles is significant) andless than 4 m wide on or under a structure,the no-passing zone must be marked by asingle barrier line extending 120 m from thestructure in both directions. Such a structurewill be marked with a standard Wa-24(Wa-124) Narrow Structure sign.

(4) Any roadway having theoretical lane widths onor under a structure less than those specifiedin (3) is to be classed as a one-lane bridge andmarked with the approach markings illustratedin Figure 9.

Approach Markings for Obstructions

If traffic is required to pass to the right of anobstruction, a barrier line must be marked on theapproach to the obstruction to prevent two-waypassing. The minimum length of the barrier linemust be calculated using the following equation:

L = 1.24 (W•S) for speed limits of 70 km/hror greater

L = 0.013 (W•S2) for speed limits of 60 km/hror less

Where: L = minimum length of barrier line(metres)

W= width of the offset distance (metres)S = posted speed limit (km/hr)

Where observed 85th percentile speeds exceed theposted speed limit, a longer barrier line approachmay be marked.



Figure 25 – Marking for Narrow Bridge or Subway

WHERE THE BRIDGE DECK OR LATERAL CLEARANCE

BETWEEN THE SUBWAY WALLS IS NOT 1.25 m OR

MORE WIDER THAN THE APPROACH PAVEMENT, A

NO PASSING ZONE AND EDGE LINES SHALL BE

MARKED ON OR UNDER THE STRUCTURE AND ON

THE APPROACHES.

NOTE:

WHERE THE APPROACH PAVEMENT WIDTH IS LESS

THAN 7 m, A SINGLE BARRIER LINE SHALL REPLACE

THE DOUBLE LINE TREATMENT ON OR UNDER THE

STRUCTURE AND ON THE APPROACHES.

WIDTH OF BRIDGE DECK

WIDTH OF APPROACH PAVEMENT

Wa-24

Wa-24

120

m

120

m



3.8 Intersections

Markings are used at intersections to reduce vehicleand pedestrian conflicts, improve the capacity of theintersection, and clarify information used in driverdecision-making.

No-passing zones should be used on theapproaches to all major intersections and at otherintersections where the topography or roadalignment makes it necessary. The length of theno-passing zone will depend upon individualintersection characteristics such as approach speedand geometry.

These markings will alert drivers that they areapproaching an intersection and give themadequate time to respond. Intersection markingscan also help drivers understand a transitorycondition hazard such as a line of traffic stoppedbeyond the crest of a vertical curve.

Controlled Intersections

STOP Signs

Typical approach markings for rural intersectionscontrolled with STOP signs are shown in Figures 26through 30. These markings may be supplementedby the word STOP placed on the pavement on theapproach in compliance with the guidelines inSection 3.12 of this Book.

At urban intersections with standard STOP line andcrosswalk markings, the lane lines and directionaldividing line must end at the STOP line on theapproach side of the intersection. Typical approachmarkings for urban intersections controlled withSTOP signs are shown in Figure 31.

At both urban and rural intersections, a stop line(also called a stop bar) must be used to indicate thepoint at which a vehicle must stop in compliancewith the STOP sign. A stop line must be a solidwhite retroreflective line between 30 cm and 60 cmwide. The stop line must extend across theapproach lanes from the right pavement edge to thedirectional dividing line or median, or, in the case ofone-way streets, to the left pavement edge. Typicalexamples of stop line application are shown inFigures 26 to 31 inclusive.

Where there is no pedestrian crosswalk, the stopline must be located between 1.25 m and 3 mupstream of the projected nearside edge of theintersecting road. At STOP signs where visibility isrestricted, the stop line should be located so that thedriver of a vehicle properly positioned behind thestop line has an adequate view of approaching crosstraffic in both directions. The stop line should alsobe positioned with reference to the clearance needsof cross traffic and pedestrians. At intersectionswhere a crosswalk is located, the separationbetween the crosswalk line and the stop line mustbe 1 m, as shown in Figures 32 and 33, exceptwhere special circumstances dictate otherwise.

A stop line is normally placed parallel to the edge ofthe crossing roadway and parallel to crosswalk lines.At a skewed intersection with a pedestriancrosswalk, the stop bar should be placedperpendicular to the curb.

Stop lines may be omitted on the paved aprons ofgravel road intersections with highways.

Traffic Control Devices

Typical approach markings for rural signalizedintersections are shown in Figure 26. Typicalapproach markings for urban signalized intersectionsare shown in Figures 32 and 33.



Figure 26 – Approaches to Rural Intersections

60 cm

60 cm

60 m

MIN

1.25 m MIN

60 cm

60 m

MIN

1.25 m MIN

1.25 m MIN

1.25 m MIN

SIGNALIZED INTERSECTION

60 cm

60 m

MIN

1.25 m - 3 m

M I

N O

R

H I G H W A YM A J O R

H I

G H

W A

Y

60 m

MIN

1.25 m - 3 m

UNSIGNALIZED INTERSECTION



Figure 27 – Marking for Right-turn Lane

100 m

30 m

15 m

3 m

30 m

100 m

3 m ARROW

60 m-MIN.

3 m ARROW

10 cm - 3m LINE - 3 m GAP



Figure 28 – Marking for Right-turn Taper

30 m

60 m. - MIN.

10 cm EDGE LINE

15 m

10 cm WHITE - 3 m LINE3 m GAP



Figure 29 – Separate Left-turn Lane

30 m

30 m

100 m

3 mTRANSITION

15 m

120

m

2.5 m

PARALLEL TO BROKEN TRANSITION LINE

SAME WIDTH AS

APPROACH LANE

THIRD ARROW MAY BE

REQUIRED WHEN

AUXILIARY LANE IS OF

SUFFICIENT LENGTH THAT

MOTORISTS ARE USING

THE LANE INCORRECTLY.

PARALLEL TO EDGE LINE



Figure 30 – Left-turn Slip-around

30 m

10 cm WHITE3m LINE - 3m GAP


10 cm YELLOW3 m LINE - 6 m GAP

30 m



Figure 31 – Approaches to Unsignalized Urban Intersections

30-60 cm

1 m

1 m

2.5 m min.

2.5 m min.

various

various

60 cm



Figure 32 – Signalized Intersection

SINGLE BARRIER LINE MAY BE USED

WHERE PARKING IS PERMITTED OR

WHEN SPEED LIMIT IS < 70 km/h

1 m

SIDEWALK1 m

60 m MIN.

60 m MIN.SIDEWALK

1 m

2.5 mMIN.

60 cmMIN.

30-60 cm MIN.



Figure 33 – Location of “Keep Right” Sign at Signalized Urban Intersection

2.5 m MIN.

15 m

15 m

2.5 m MIN.

1 m MIN.1 m MIN.

1 m MIN.

1 m MIN.

RA

ISE

D IS

LAN

D

RAISED ISLAND

RAISED ISLAND

RA

ISE

D IS

LAN

D

60 cmMIN. 60 cm

MIN.

Rb-25

Wa-33L

Rb-25

Wa-33L

Rb-25

Wa-33L

Rb-25

Wa-33L



A stop line must be used to indicate the point atwhich a vehicle must stop in compliance with thetraffic signal. A stop line must be a solid whiteretroreflective line between 30 cm and 60 cm wide.The stop line must extend across the approach lanesfrom the right pavement edge to the directionaldividing line or median, or, in the case of one-waystreets, to the left pavement edge. Typical examplesof stop line application are shown in Figures 26, 32and 33. Stop lines are normally placed parallel tothe edge of the crossing roadway, but may bepositioned at an angle to the edges of crossingroadways when those roadways are of differentwidths, as shown in Figure 31.

Where there is no pedestrian crosswalk, the stopline must be located between 1.25 m and 3 mupstream of the projected nearside edge of theintersecting road. At intersections where a crosswalkis located, the separation between the crosswalkline and the stop line must be 1 m as shown inFigures 32 and 33, except where specialcircumstances dictate otherwise. Stop lines shouldbe parallel to crosswalk lines.

Guide Lines

Guide lines are used to guide vehicles through anintersection or interchange where the legs areoffset, skewed, or have a complex configuration, orwhere more than one lane for a single turningmovement exists. The guide lines delineate theproper course to be taken by vehicles traversing theintersection or interchange and help to preventdriver confusion.

Guide lines should be condensed broken whiteretroreflective lines 20 cm wide, composed of 1 msegments with 1 m gaps as shown in Figure 3.

Crosswalks

Crosswalk markings define and delineate the pathfor pedestrians to cross the roadway. In rural areas,crosswalks should be marked at signalizedintersections where pedestrians normally use thesignal to cross the highway. Crosswalks should bemarked at all intersections where there is substantialconflict between vehicle and pedestrianmovements.

Crosswalk lines must be solid white parallelretroreflective lines 10 cm to 20 cm wide, extendingentirely across the pavement, as shown in Figures32 and 33. Under special circumstances, such aswhere vehicle stop lines are not provided or wherevehicle speeds exceed 60 km/hr, the crosswalklines may be widened to 60 cm. The downstreamedge of the crosswalk should be inset at least60 cm from the projected nearside curb line of thecross street.

The width of the crosswalk between the lines isusually determined by the widths of the connectedsidewalks and the expected two-way pedestrianflows utilizing the crossing at the peak time. Thecrosswalk must be at least 2.5 m wide. The 1985U.S. Highway Capacity Manual (TransportationResearch Board Special Report 209) outlines aprocedure to calculate the crosswalk widthsrequired for high pedestrian volumes. Widths of 3 mto 4 m are typical of urban areas with significantpedestrian activity.

Obstacles such as curbs and raised islands shouldremain outside the crosswalk lines in considerationof persons with walking impairments and personsusing wheelchairs, walkers, and strollers. Thetraveled part of the crosswalk must be aligned withsidewalk ramps and curb cuts where these areprovided at one or both sides of the roadway.

Pedestrian crossovers and school crossings arediscussed in Section 3.9.



Turn Lanes

Exclusive left-turn and right-turn lanes can increaseintersection capacity, improve intersection operation,and reduce the incidence of rear-end collisions. Torealize these benefits, exclusive turn lanes must beproperly designed, so that left-turn lanes provideadequate storage space and right-turn lanes makeadequate provision for cyclists traveling through theintersection.

Where separate turning lanes have been provided, itis desirable to separate through traffic from turningtraffic by means of channelizing pavementmarkings. Typical markings for right-turnchannelization and tapers are shown in Figures 27and 28, for separate right-turn channelization inFigure 14, and for separate left-turn lanes inFigure 29. These lines are particularly useful todrivers faced with dense traffic or complexmanoeuvring areas.

At unsignalized T-intersections where throughvehicles frequently attempt to bypass slowed orstopped vehicles waiting to turn left, provided thatan adequate paved shoulder exists, a left-turn slip-

around lane (also called a shoulder bypass lane) maybe added by re-marking the highway edge line asshown in Figure 30. A slip-around lane may also beintroduced to reduce collisions or improve trafficoperations. A left-turn slip-around lane should beintroduced only if a left-turn storage lane is notpossible.

When a left-turn or right-turn lane is of sufficientlength that a motorist could unintentionally driveinto the auxiliary lane, arrows might be required toindicate that vehicles in the auxiliary lane arerequired to turn. Arrows as shown in Figures 27 and29 should be located such that they will ensure thatthe motorist understands the intended use of theauxiliary lane and is deterred from making erraticmanoeuvres such as last minute lane changes closeto the intersection.

When a two-way left-turn lane is used on a sectionof roadway, it should be marked as shown inFigure 34.



Figure 34 – Two-way Left-turn Lane

MINOR SIDEROAD

15 m20 m min.

20 m min.

MAJOR SIDEROAD

15 m

LENGTH OF BROKEN LINEEQUAL TO TAPER LENGTHL=S x W 1.6S = SPEEDW = LANE WIDTH IN METRES

Stop Bar

3m

3m

3m

DESIGNATEDLEFT-TURN LANE

NOTE:IF MEDIAN ISLANDS AREPRESENT SOLID LINESHOULD BE MARKEDBACK TO REAR OFMEDIAN ISLAND

10 cm - 3 m LINE 3 m GAP

NOTE:TWO-WAY LEFT-TURNLANE DESIGNATIONSIGNS SHALL BE USED( Rb-48, Rb-48A )



Traffic Calming Devices

Traffic calming refers to measures taken to controlvehicle access and speed in areas where high flowsand speeds are undesirable or unsafe. Trafficcalming is typically used to make residential streetsless attractive to short-cut and non-local throughtraffic by controlling the speed and routing of traffic.

Measures used to achieve traffic calming include:

• Traffic circles;

• Median barriers to block left turns;

• Barriers (traversable or non-traversable) to partlyor fully block entry into roads;

• Conversion of intersections into cul-de-sacs;

• Introduction of midblock cul-de-sacs;

• Pavement undulations (including speed bumpsand raised pavement plateaus);

• Raised intersections;

• Rumble strips;

• The use of “chokers”, where the roadway isnarrowed at an intersection;

• All-way STOPs;

• Posting of reduced speed limits;

• Introduction of one-way street signage;

• Street closure.

Details concerning the implementation anddelineation of traffic calming measures can befound in the Canadian Guide to NeighbourhoodTraffic Calming (TAC, 1998).

3.9 Reserved Facility Markings

Transit and High Occupancy Vehicles

Clearance and Vehicle Guidance

Pavement markings are sometimes helpful toindicate the limits and clearance of the overhang onturning streetcars or transit vehicles, particularlytrolley coaches. Such guide lines can assist bothtransit and non-transit drivers.

Clearance lines must be broken white retroreflectivelines, 10 cm wide, with segments and gaps of equallength, each not exceeding 1 m.

On curves of short radius, short dashes will preservethe appearance of continuity in a broken line.

For additional information on integrating tramwayand light rail vehicles with road traffic, refer toSection U.D.18 of the Urban Supplement to theGeometric Design Guide for Canadian Roads(Transportation Association of Canada, 1995) and tothe Manual of Geometric Design Standards forCanadian Roads (Transportation Association ofCanada, 1998).

Bus Bays

Bus bays should be marked to show where there issufficient space for bus drivers to pull out of thetraffic stream easily and park parallel to the curb.



Figure 35 – Typical Markings for Bus Bays

MID-BLOCKMID-BLOCKBUS BAYBUS BAY

DIRECTION OF TRAVELDIRECTION OF TRAVEL

CURB10 cm1 m LINE1 m GAP

BUS BAYBUS BAY


CURB

10 cm1 m LINE1 m GAP

BUS BAY


CURB



10 cm SOLID LINE

10 cm SOLID LINE



The boundaries of bus bays may be identified byplacing a broken white retroreflective line 10 cmwide, with segments and gaps each 1 m long,between the bus bay and the adjacent traffic lane. Ifthe bus bay is located at the approach to anintersection, a solid edge line should be used, asshown in Figure 35, instead of a broken line. A busbay constructed with a mountable curb separating itfrom the traveled lanes does not require suchmarkings.

Lane Designation

Reserved lane pavement markings must be used toidentify restricted lanes and regulate their operation.

Lanes reserved for the exclusive use of buses andHigh Occupancy Vehicles (HOV) should be at least3.6 m wide.

• Full-time Bus/HOV LaneA lane reserved full-time for the exclusive use ofbuses and HOVs should be separated from anormal through lane by a 20 cm wideretroreflective solid lane line, and must be markedwith elongated diamond symbol pavementmarkings. Explanatory pavement marking textmay accompany the diamond symbol. Typicalpavement markings for full-time with-flowreserved lanes are shown in Figure 36. Markingsfor full-time contra-flow reserved lanes are shownin Figure 37.

Along approaches to an intersection orinterchange where turns are permitted, a widesolid lane line must be dashed to permit lanechanges, as shown in Figures 36 and 37.

At the entrance to an at-grade intersection, anormal (10 cm) broken lane line must be used, asshown in Figures 36 and 37, instead of a widelane line.

A white diamond symbol, shown in Figure 38,must be used to identify a restricted lane. Thediamond shape must be 1 m wide and 4 m long,formed of lines 15 or 20 cm wide. Supplementarytext may also be used where full-time restrictionsapply, and should be elongated to be legible froma distance. Text characters should be no less than1.2 m long on roads with speeds under50 km/hr, no less than 1.8 m long on other urbanroads, and no less than 2.4 m long on high speedroads. Standard pavement marking letterdimensions are shown in Figures 50 through 52.Text legends consisting of more than one word(such as “HOV ONLY” or “BUS LANE”) must bearranged so that the first word is nearest to theroad user approaching the restricted lane. Textand elongated diamond markings must becentred laterally in the restricted lane.

The frequency of the restricted lane markingsshould be based on posted speed, block length,distance from the intersection, and engineeringjudgement. The following guidance regardingspacing of pavement marking symbols and text isprovided:

• On all full-time restricted lanes, the diamondsymbol should be placed at least 10 mdownstream of the beginning of each block, or10 m downstream of the downstreamtransverse line marking a pedestrian crossing.

• For urban applications where intersections areclosely spaced, one set of markings should beplaced in each block. Additional symbols areappropriate in the following circumstances:

– On full-time with-flow reserved lanes,additional diamond symbols may be used ifright turns are not permitted from therestricted lane.



Figure 36 – Typical Pavement Markings for Full-time With-flow Reserved Lanes

10 m

10 m

One

Way

One Way

One

Way

0.5

: 0.5

10

cm W

HIT

E L

INE

RE

SE

RV

ED

LA

NE

WIT

H F

LOW

20 c

m W

HIT

E L

INE

- N

O R

IGH

T T

UR

NA

LLO

WE

D A

T D

OW

NS

TR

EA

M IN

TE

RS

EC

TIO

N

0.5

: 0.5

10

cm W

HIT

E L

INE

RE

SE

RV

ED

LA

NE

WIT

H F

LOW

20 c

m W

HIT

E L

INE

(6:

3) R

IGH

T T

UR

NA

LLO

WE

D A

T D

OW

NS

TR

EA

M

INT

ER

SE

CT

ION



Figure 37 – Typical Pavement Markings for Full-time Contra-flow Reserved Lane

10

m1

0 m

10

m

On

e W

ay

One Way

On

e W

ay

0.5

: 0

.5 1

0 c

m Y

EL

LO

W L

INE

RE

SE

RV

ED

LA

NE

CO

NT

RA

FL

OW

20

CM

YE

LL

OW

LIN

E



Figure 38 – Diamond Symbol for Reserved Lanes

4.0 m

1.0 m

15 or 20 cm

W

W/2 W/2

EDGE OF GUTTER

APPROPRIATE LANE LINE

CURB FACE



– On full-time contraflow reserved lanes,additional diamond symbols should be centred10 m upstream from each intersection orcrosswalk.

• Where no other spacing guideline applies,markings may be spaced at a distance (inmetres) of four times the posted speed limitvalue. For example, if the posted speed limit is50 km/hr, markings may be spaced about50 x 4 = 200 m apart.

• Part-time Bus/HOV LaneA lane reserved part-time for the exclusive use ofbuses and HOVs should be distinguished bydouble white retroreflective broken lane lines, andmust be marked with the elongated diamondsymbol only. The frequency of the elongateddiamond symbol is the same as for full-time bus/HOV lanes.

Bicycles

Like motor vehicle drivers, bicyclists expect routesthat are reasonably free of hazards such as surfaceirregularities, curb drop-offs, or curbside parkingalong the bicycle route.

Bicycle lane markings indicate the separation oflanes for motor vehicles and bicycles, and canprovide advance information for turning andcrossing manoeuvres.

Lane Designation

Bicycle lanes may be marked on the road pavementimmediately adjacent to traffic lanes, or physicallyseparated from the roadway on dedicated pavedpaths.

Bicycle lanes not physically separated from theroadway should be positioned between the pavedshoulder and the adjacent traffic lane, and shouldbe at least 1.5 m wide. Where motor vehicle speedsexceed 55 km/hr or heavy commercial vehiclesform a significant proportion of the traffic, bicyclelanes should be at least 1.8 m wide.

Bicycle lanes adjacent to roadway travel lanesshould be one-way in the same direction as theadjacent traffic. Two-way bicycle lanes should bephysically separated from the roadway by asignificant terrain feature or a crashworthy barrier.

Markings

If the bicycle lane and traffic lane are contiguous,they should be separated by a 10 cm retroreflectivesolid white stripe.

Typical pavement markings for bicycle lanes areshown in Figures 39 and 40. The set of markings inFigure 39 indicating “Bicycle Only” should be placedbefore each major intersection. Either set ofmarkings shown in Figure 39 should be placed atintervals of 100 m to 200 m between intersections.For bicycle lanes that operate only during specifiedhours, pavement markings showing the hours ofoperation may be included.

When roadways with bicycle lanes intersect otherroads, the solid white line delineating the bicyclelane is normally discontinued some distance beforethe cross street. If the line continued to theintersection, right-turning motor vehicles would becompelled to remain in their lane right up to theintersection and then turn right across the bicyclelane, cutting off any bicycle through traffic.Discontinuing the bicycle lane line or substituting abroken line for the solid bicycle lane line allowsright-turning motor vehicles to merge right into thecurb lane before making their turn. Although this iscommon practice, if substantial conflicts areobserved or expected at an intersection between



right-turning vehicles and through bicycles, athrough bicycle lane may be marked as shown inFigure 41, 42, or 43. These treatments should beapplied with caution, since right-turning drivers maynot expect the bicycle through-lane andconsequently may fail to yield to through cyclists.

Travel lanes may be marked on two-way bicyclefacilities that are wide enough and that arephysically separated from the roadway. A brokenyellow marking may be used to separate opposingdirections of travel. At locations where conditionsmake it necessary to separate opposing directionsof travel (such as where visibility is restricted bystructures or shrubbery), a double solid yellowmarking should be used to indicate that passing ortraveling on the left is not advised.

On facilities that are physically separated from theroadway, bicycles often share the path withpedestrians. If necessary, a white separation linemay be used to segregate pedestrians and cyclists,with priority indicated by painted bicycle andpedestrian symbols every 200 m.

Pedestrians

Crossovers

A pedestrian crossover provides pedestrians with aprotected crossing opportunity at an unsignalizedlocation where the crossing volume is insufficient towarrant a pedestrian signal. Within certain volumelimits, pedestrian crossovers can be less restrictiveto traffic flows than traffic signals. However,crossovers are a lower form of control than trafficsignals, and their potential application must becarefully evaluated to ensure effective operation.

Pedestrian crossovers may be applied only bymunicipalities that have by-laws designating them.For regulatory requirements associated withpedestrian crossovers, refer to OTM Book 5 and theHighway Traffic Act.

Crossovers should be provided at pedestrianconcentration points away from traffic signals orSTOP signs, such as at loading islands or midblockpedestrian crossings. Crossovers should also beused to define a safe crossing not otherwiseobvious to pedestrians, particularly children.However, crossovers should not be usedindiscriminately. An engineering study should beundertaken before they are installed.

Crossovers must be marked as shown in Figure 44and should be placed where visibility is adequatefor both pedestrians and traffic. Becausenon-intersection pedestrian crossings are generallyunexpected by the road user, warning signs shouldbe installed, and adequate visibility provided byparking prohibitions. These measures will help toalert drivers to the approaching crossover.



Figure 39 – Typical Pavement Markings for Bicycle Lanes

1.2 m

1.2 m

1.2 m

2 m

2 m

1.1

m

.2 m

minimum 1.5 m or 1.8 m

minimum 1.5 m or 1.8 m

.7 m

1.6

m

.7 m



Figure 40 – Typical Pavement Markings for Shared Bicycle and Pedestrian Facilities

Tw

o-W

ay B

icyc

le L

ane

and

Ped

estr

ian

Mar

king

sO

ne-W

ay B

icyc

le L

ane

and

Ped

estr

ian

Mar

king

s

105

mm



Figure 41 – Typical Pavement Markings for Bicycle Lane at Right-turning Roadway

bike

lane

bike

lane

raised or painted island



Figure 42 – Typical Pavement Markings for Bicycle Lane at Right-turning Auxiliary Lane

bik

e la

ne

bik

e la

ne

solid paint line

au

xilia

ry la

ne

raised or painted island



Figure 43 – Typical Pavement Markings for Bicycle Lane at Right-turning Roadway

1.2 m MIN

Typical path of through bicyclist

Drop bike lanestrip whereright turn onlydesignated

LANE

BIKE

LANE

BIKE

*

* If space is available



Figure 44 – Typical Markings for Pedestrian Crossovers

NO

T L

ES

S T

HA

N 2

.5 m

WID

E

BA

RS

15

cm T

O 2

0 cm

WID

E A

ND

15

cm T

O 2

0 cm

AP

AR

T

Ra-

4 &

Ra-

4tM

ount

ed B

ack

to B

ack

6 m

30 m

Ra-

10

2.5

m

Ra-

10

Ra-

4 &

Ra-

4tM

OU

NT

ED

BA

CK

TO

BA

CK

30 m

Ra-

10

Ra-

10

STROKE WIDTH OF

SOLID OR OUTLINED

X IS 30 TO 50 cm.

OUTLINED X'S MUST

HAVE A MINIMUM LINE

WIDTH OF 10 cm.



Crosswalks

Crosswalks at intersections are discussed inSection 3.8.

In rural areas, crosswalks should be marked atsignalized intersections where pedestrians normallyuse the signal to cross the roadway, as shown inFigure 32.

In urban areas, crosswalks must be marked at allintersections where there is substantial conflictbetween vehicular and pedestrian movements.Pedestrian crossings may be marked atnon-intersection points where substantial pedestrianmovements occur or where a safe crossing pointwould not otherwise be obvious, particularly tochildren. Crosswalks must be marked according tothe guidelines discussed in Section 3.8 and shownin Figure 33.

Careful consideration should be given to installingcrosswalks at uncontrolled locations where vehicleswould not otherwise stop. The presence of amarked pedestrian crossing may create a falsesense of confidence on the part of pedestrians,particularly children, who may enter the crosswalkexpecting that approaching drivers will see themand stop. A discrepancy may exist betweenpedestrians’ expectations and the expectations ofapproaching drivers who may not expect to find apedestrian crossing at an uncontrolled location. If acrosswalk at an uncontrolled location is deemednecessary, its safety may be enhanced by theaddition of advance markings, warning signs andillumination. Alternatively, a school crossing may beinstalled if appropriate.

School Crossings

Children are normally not as alert as adultpedestrians to the dangers of the roadway. The useof a school crosswalk and appropriate signage helpto warn drivers that extra caution is required sincechildren may be present.

Crosswalk markings for supervised schoolcrosswalks, except those at pedestrian crossovers(discussed above) or signalized intersections, mustconform to Figure 45. School crosswalks may besupplemented with signs and/or pavementmarkings warning of a school crossing ahead.Pavement markings stating “SCHOOL” or “SCHOOLXING” may be provided on both approaches to theschool crossing.

If used, advance warning text should be elongatedto be legible at a distance. Text characters should beno less than 1.2 m long on roads with speeds under50 km/hr, and no less than 1.8 m long on otherurban roads. Standard pavement marking letterdimensions are described in Section 3.12. Textlegends consisting of more than one line must bearranged so that the first line is nearest to the roaduser approaching the crossing. Text markings mustbe centred laterally in the approach lane(s).



Figure 45 – School Crosswalks for Supervised Crossing

Wc-2AWc-2At

Wc-2Wc-2t

4 m

RURALCROSSWALK

BLOCKS 2 m LONG, 45 cm WIDEWITH 15 cm SPACING Wc-2

Wc-2t

Wc-2AWc-2At

Wc-2AWc-2t

Wc-2Wc-2t 2.5 m Min.

URBANCROSSWALK

BARS 10-20cm WIDEAND 15-20 cm APART Wc-2

Wc-2t

Wc-2AWc-2At

60 cm Min.

60 cm Min.



Railways

Crossing Approaches

Pavement markings are used as one element of anactive or passive railway crossing warning system towarn motorists of the presence of a rail right-of-waycrossing the road ahead. These markings are vital inalerting drivers to an approaching hazard such aselevated tracks, a change in roadway surfaceconditions, or a crossing at an angle other than 90degrees.

Markings must be placed on all paved approachesto grade crossings where grade crossing signals orautomatic gates are located, and at all other gradecrossings where the prevailing speed of highwaytraffic is 60 km/hr or greater.

Markings must also be placed at crossings whereengineering studies indicate a significant potentialconflict between vehicles and trains.

At minor crossings or in urban areas, railwaycrossing markings may be omitted if an engineeringstudy indicates that other installed devices provideadequate warning and control.

Pavement markings in advance of a grade crossingmust consist of the following, as shown inFigure 46:

• A letter “X” 2.5 m wide and 6 m long, with itscentre 9 m downstream of the railway crossingsign;

• No-passing markings on two-way roads to prohibitpassing by vehicles approaching the railwaycrossing and, if necessary, by vehicles leaving therailway crossing;

• Two transverse stop lines that are oriented parallelto the nearest railway track. The stop lines musteach be 30 cm wide and separated by a 30 cmgap. The stop line nearest the track must beplaced outside the crossing gate or 4.5 m fromthe near rail, whichever distance is greater.

All pavement markings must be of whiteretroreflective material except for the no-passingmarkings, which must be of yellow retroreflectivematerial. Pavement markings must be placed on allpaved approaches to railway crossings. Where thereis more than one lane on an approach, a separateset of markings must be placed in each lane. Ifneeded, supplemental pavement marking symbol(s)may be placed between the advance warning signand the crossing.

Pavement markings alone are not sufficient warningand must only be used in conjunction with signsand other devices.

Where railroad tracks have been abandoned or theiruse discontinued, all related signs and markingsmust be removed. Signs indicating “TRACKS OUTOF SERVICE” may be installed until the tracks areremoved or covered.



Figure 46 – Railway Crossing

Wc - 4

9 m

6 m

3 m2.5 m1.5 m

LOC

AT

ION

OF

AD

VA

NC

E W

AR

NIN

G30 cm

4.5 m

RAILWAY

* Same Signs in Opposite Direction

S t roke W id tho f "X " t o be30 t o 50 cm



3.10 Parking

Parking space markings encourage an orderly andefficient use of parking spaces in areas of highturnover. These markings are also useful to identifywhere parking is prohibited, such as bus stops,loading zones, approaches to a corner, and to helpto prevent encroachment on fire hydrant zones.

Stalls

Type

Curbside parking is generally designated as parallelparking. Angle parking should be limited to streetsthat function primarily as parking areas.

Length

Parallel parking stalls are 6 m to 6.7 m long toprovide manoeuvring space for vehicles. Stalls ateither end of a series may be as short as 5.5 m,provided there is no obstruction in front of or behindthe stall. Angled parking stalls are generally denotedby lines 5.5 m long.

Width

Parallel parking stalls are 2.3 m to 3.7 m wide.Stalls should be wider if the parking lane is used asa travel lane during peak periods, or if the parkingturnover is high.

Setback

Parallel parking stalls should have the followingminimum setbacks:

• 4.6 m setback on each side from fire hydrants;

• 6.1 m setback on each side of an intersection.Setback should be greater if required for adequatesight distance. Greater setback is especiallyhelpful near uncontrolled intersections, on roadswith high operating speeds, or where throughvehicles need more room to manoeuvre aroundleft-turning vehicles.

Local statutory prohibitions on parking maysupersede these minimums, or may imposeadditional restrictions. Approaches to pedestriancrossings, traffic signals, bus stops, privatedriveways, railroad crossings, or fire stations may besubject to such local restrictions. Local parkingrestrictions must be observed when markingparking stalls.

Curb Markings and Restrictions

Markings

Markings used to define parking spaces must bewhite. The front and rear limits of each parallelparking stall, and the lateral limits of angle parkingstalls, should be defined by solid lines approximately10 cm wide. Examples of acceptable configurationsfor marking parking stalls are shown in Figure 47.

Restrictions

Signs should be used rather than pavementmarkings to denote areas where parking isrestricted. On narrow roadways, curbside parking isoften prohibited on one or both sides. On one-wayroads narrower than about 5 m, and two-way roadsnarrower than about 8 m, parking is generallyprohibited on both sides. On one-way roads 5 m to7.5 m wide, and on two-ways roads 8 m to 9.5 mwide, parking is generally prohibited on one side.



Figure 47 – Typical Markings for Parallel Parking

30 cm

5.5 m – 7.5 m 7 m – 7.5 m 7 m – 7.5 m

CURB

TO BE PAINTEDON THE FACEOF THE CURB

SINGLE METERS

30 cm30 cm

2.5

m

CURB

5.5 m – 6 m5.5 m – 6 m 5.5 m – 6 m 2.5 m

TWIN METERS

2.5

m

7 m – 7.5 m

15 cm

60 cm

30 c

m

7 m – 7.5 m5.5 m – 7.5 m

10 c

m

CURB

SINGLE METERS

SINGLE METERS

7 m – 7.5 m7 m – 7.5 m5.5 m – 7.5 m

30 cm

CURB



Disabled Requirements

Location

Parking spaces for disabled drivers have specificrequirements to accommodate wheelchairs safelyand efficiently. Disabled parking spaces should belocated in an unobstructed area where the roadsurface is even and level, with a slope of less than5% in the longitudinal direction and less than 2% inthe cross direction. Disabled parking spaces shouldhave access to a nearby curb cut or ramp forwheelchairs.

Width

Curbside disabled parking spaces should berestricted to angle parking, unless the spaceavailable for parallel parking is sufficiently wide toensure safe driver-side access for wheelchairs.Disabled angle parking spaces should be at least3.7 m wide, inclusive of an adjacent unobstructedarea 1.0 m wide to allow the driver or passenger tooperate a wheelchair between parked vehicles.

Marking

The disabled access (wheelchair) symbol shown inFigure 48 may be placed in each parking spacedesignated for use by persons with disabilities. Ablue background with white border may supplementthe symbol, or blue lines may supplement whitedisabled parking space markings.

3.11 Coloured Pavement

General

Coloured pavements are used to supplement othertraffic control devices. Where coloured pavementsare used, the traffic control device must beapplicable at all times.

Coloured pavement surface should be used onlywhere they contrast significantly with adjoiningpaved areas.

Care should be taken when considering the use ofdecorative pavements that use coloured materials(such as brick or coloured aggregate). Thesematerials may convey to the road user a meaningthat is not intended.

Colours

Colours for pavements used to supplement trafficcontrol devices must be limited to the following:

• Yellow must only be used for median islandsseparating traffic flowing in opposite directions.

• White must only be used for delineation onshoulders, on channelizing islands where trafficpasses on both sides in the same generaldirection, and for crosswalks.

Figure 48 – Disabled Access Symbol



• Blue must only be used for disabled parkingspaces.

3.12 Words and Symbols

Words and symbols applied to the pavement maybe used alone or as a supplement to standard signsfor the purposes of guiding or warning traffic.Reference should be made to OTM Book 5(Regulatory Signs) for information on supportingregulatory signs and by-laws.

The inventory of different word and symbolpavement markings should be minimized to avoiddriver confusion and promote effective guidance.Where a symbol is known to be well-understood, itis generally preferable to a word message.

Word and symbol markings must be formed ofretroreflective white marking material. Word andsymbol markings should be no more than one lanewide, and should be repeated in every lane to whichthe message applies.

Word Messages

Word messages may include regulatory legends(such as STOP markings) or warning legends (suchas markings for school zones, pedestrian crossings,or railroad crossings).

A word message should be as brief as possible,consisting of no more than three words. A multi-linemessage should be placed so that the first word isnearest to the approaching driver.

Due to the low angle at which word and symbolmarkings are viewed, they must be elongated in thedirection of traffic movement to be legible.Dimensions of letters and numerals to be used inword markings are illustrated in Figures 49 to 52

inclusive. The longitudinal space between lines inmulti-line word messages should be at least threetimes the height of the letters on low speed roads,and may increase with increased speed to amaximum of ten times the height of the letters.

Symbols

Lane-use arrow pavement markings, as shown inFigure 53, may be used in two-way left-turn lanes, asshown in Figure 34, and in right-turn and left-turnbays.

Where a through lane becomes a mandatory turnlane, lane-use arrow pavement markings must beplaced to warn vehicles that a mandatory turn isapproaching. Where symbol arrows are used to warnof a mandatory movement, they must beaccompanied by standard signs and may beaccompanied by the word marking ONLY.

In situations where a lane reduction transition occurs,the lane reduction arrow markings may be used.

The longitudinal space between repeated symbolssuch as arrows should be at least three times theheight of the symbols on low speed roads, and mayincrease with increased speed to a maximum of tentimes the height of the symbols.

Where wrong-way movement is possible, directionalarrow markings may be placed near the downstreamterminus of a ramp or channelization. The arrowindicates the correct direction of travel for all drivers,including those attempting to travel the wrong wayon a one-way roadway.

The disabled access (wheelchair) symbol may beplaced in parking spaces designated for use bypersons with disabilities. A blue background andwhite border may supplement the wheelchair symbolshown in Figure 48.



Figure 49 – Standard Pavement Markings (Numerals for Rural Highways)

ALL MEASUREMENTS IN cm

15

50

22.5

17.5

60

30

15

50

1540

25

15

50

15

22.5

95

17.5

22.5

15

22.5

240

15

50

50

50

15 15

50

60

1515

25

15

50

50

60 60 60

15

50

50

50

50

15 15

50

15 60

30

117.5

110

15

22.5

50

15

17.5

7.5

50

15

50

22.5

17.5

50

27.5

7.5

125

22.5

1515

22.5

50

60 60 60

50

140

15

7.5

50

35

32.5 30

240

1550

7.5

15

15

22.5

50

50

22.5

15



Figure 50 – Standard Pavement Markings (Letters for Rural Highways)


15

50

20

6015

15

50

127.515

R = 20

50

50

50

R = 35

R = 20

R = 35

R = 35

R = 35

22.5

50

22.5

50

15

R = 20

50

15

50

15

50

R = 35

R = 20

50

50

50

50

37.5

52.515

15

50

50

50

50

240

37.5

15

15

15

R = 35

R = 20

15

50

22.5

37.5

25

10

15

50

50

50

112.5

77.5

1515

50

50

15

30

50 R = 35

R = 20

50

15

15

15

50

240

50

60

22.5

102.5

137.5

17.5

90

15

50

17.5

15



Figure 50 – Standard Pavement Markings (Letters for Rural Highways) (cont’d)


15

110

107.5

60

15

15 15

50R = 35

R = 20

50

50

1515

72.5

50

50

R = 35

R = 20

15

15

50R = 353.75

4.375

20

50

50

R = 35

R = 20

1515

15

15

5072.5

67.5

7.5 50

5015 15

15

15

50R = 35

R = 20

50

240

22.5

95

15

50

50

22.5

15

R = 35

R = 20

15

50

50

15

50

R = 35

R = 20

50

50

15 15 50

14015

15

1535

112.5

127.5

5010

10

10

1010

80

50

15

90

15

15

24015

35

35

50

50

5070

50

15

15

50

50

70

15 15

15

15

112.5

15

5015 15

112.5



Figure 51 – Standard Pavement Markings(Numerals and Letters for City Streets – Minimum Size)


30

18.25 15

7.5

7.5

11.25

25

17.5

25

25

7.5

15

7.5

30

25

11.25

18.75

50

25

15

7.5

7.5

7.5

56.25

38.75

25

30 30

7.5

7.5

25

25

18.75

51.25

7.5

30

7.5

56.25

120

56.25

7.5

7.5

25

25

25

18.75

26.25

7.5

30

7.5

30

7.5

25

95

7.5

70

30

25

7.5 7.

5

25

30

7.5

7.5

25

25

7.5

30

95

25

30

7.5

36.25

25

25

33.75

25

7.5

8.75

11.25

7.5

7.5

30

7.5

25

25

25

120

30

7.5

7.5

11.25

47.5

25

11.25

25

30

7.5

25

95120

52.5

50

306.25

6.25

120

25

7.520

12.5

7.5

7.5

12.5

7.5

25

25

30

15

7.5

25

30

7.5

25

8.75

30

7.5

25

25

7.5

7.5

25

11.25

25

11.25

8.75

25

13.75

3.75

62.5

11.2

5

7.5

7.5

11.25

25

30

11.25

30

15

58.75

7.5

25

7.5

25

120

7.5

7.5

8.75

3.75

25

30

7.5

3.75

7.5

11.25

25

70

25

30 cm spaces between letters

210

120

610 cm PAVEMENT(6.1 m)

45 45


210

3030

120


70

5

7.5

7.5

7.5

36.25

33.75

25

25

30

120

CL CL



Figure 52 – Standard Pavement Markings(Numerals and Letters for City Streets – Recommended Size)

ALL MEASUREMENTS IN cm7.

5

15

7.5

45

25

11.25

18.75

50

25

15

7.5

7.5

7.5

56.25

38.75

25

45 45

7.5

7.5

25

25

18.75

51.25

7.5

45

7.5

56.25

180

56.25

7.5

7.5

25

25

25

18.75

26.25

7.5

45

7.5

45

7.5

25

95

7.5

5

7.5

7.5

7.5

36.25

33.75

25

25

45

45

7.5

7.5

257.

5

95

25

45

7.5

36.25

25

25

33.75

45

7.5

7.5

11.25

47.5

25

11.25

25

45

7.5

25

95180

52.5

50

309.375

9.375

22.5

11.2

5

37.5

45

180

11.25

11.25

8.125

5.625

37.5

45

11.2

5

5.625

11.25

16.875

37.5

105

37.5


240

180


30 30


240

1515

180


37.5

16.875

13.125

37.5

20.625

5.625

93.75

16.8

75

11.25

16.875

37.5

45

22.5

43.125

11.25

37.5

11.25

37.5

45

16.875

11.2

5

37.5

13.125

45

37.5

37.5

11.2

5

37.5

16.875

45

24.375 22.5

11.2

5

16.875

37.5

26.25

37.5

37.5

11.2

5

180

37.5

30

18.75

11.2

5

37.5

37.5

45

11.2

5

18.75

37.5

13.125

11.2

5

37.5

37.5

37.5

180

11.2

5

45

16.875

105

37.5

11.2

5

37.5

11.2

5

45

180

CL CL

25

45

45



Figure 53 – Standard Pavement Markings (Arrows)

30 cm15 cm

AS SEEN BY THE MOTORIST

AS PLACED ON THE PAVEMENT



4. Delineation

4.1 General

Delineation of the roadside during the daytime canbe accomplished effectively with pavementmarkings. However, nighttime visibility often requiresthe use of delineators to provide long-rangedelineation of the roadway alignment. An importantadvantage of delineators is that they remain visiblewhen the roadway is wet or covered with snow. Thisadvantage allows roadside delineators to continue toguide drivers, even in adverse weather conditions.

The operators of winter maintenance vehicles areoften called upon to perform winter maintenanceoperations in conditions of reduced visibility. Likeother drivers, they too receive beneficial guidancefrom roadside delineation.

Various forms of post-mounted delineators (PMDs)have gained widespread acceptance as a roadwaydelineation method to provide sufficient visibilityduring periods of rain or snow when pavementmarkings can be obscured.

Purpose

Delineators are small retroreflective devices that areerected in series to guide drivers. They are placedadjacent to the shoulder (in rural areas) or on theedge of the traveled portion of the roadway (inurban areas). Delineators describe the horizontalalignment of the roadway and help the driver toidentify its limits. Delineators are guidance devicesand are not intended as warning devices.

Most studies of the effectiveness of PMDs haveshown a safety benefit. However, in some studies,an increase in operating speeds and a tendency todrive closer to the edge line followed theintroduction of PMDs. Road authorities should beaware that the presence of delineators may haveadverse effects on nighttime driving behaviour onroads with low geometric standards. For this reason,it may be desirable to monitor the night-timebehaviour of drivers after the introduction of newdelineation on roads with low geometric standards.

Colours

Colour specifications have been established by theAmerican Society for Testing and Materials (ASTM)and the Canadian General Standards Board (CGSB).All colours used on delineators must conform toASTM specification D4956-90 or its subsequentrevisions, or to CGSB specification 62-GP-11M or itssubsequent revisions.

Fluorescence can be used to achieve the requiredcolour specifications. Fluorescence has enhancedvisibility at dawn and dusk, but limited durability inmost current non-prismatic sheeting products.

Under both daytime and nighttime illuminationPMDs must be either yellow or white. Red reflectorsmay be used on truck escape ramps and on thereverse side of a delineator on a one-way ramp orroadway, where they would be visible to a road usertraveling in the wrong direction.

Design

Delineators must be capable of clearlyretroreflecting light under normal atmosphericconditions. Delineators should show the sameshape and colour by night as by day.



Effective January 1, 2002, all in-service delineatorsmust, as a minimum, employ materials conformingto the requirements of the American Society forTesting and Materials (ASTM) SpecificationD4956-90 or its subsequent revisions for Type III(high intensity) and Type IV (prismatic) materials.

Retroreflectivity

Most common retroreflective devices use either aglass bead impregnated sheeting or cube cornerprismatic unit to provide retroreflectivity. In bothtypes of devices, the optical elements are sealed ina plastic medium to retain their retroreflectiveproperties when exposed to rain. Cube cornerprismatic units are brighter than those with glassbead impregnated sheeting. White retroreflectors ofeither type are brighter than yellow retroreflectors.

It is important to note that a measurable increase inretroreflectivity will not necessarily result in aproportional increase in visibility. Visibility is alsodependent on environmental factors (fog, rain, andavailable light), human factors (driver age andattention), vehicle factors (headlight aim andwindshield condition), and road curvature.

Installation and Removal

Devices should be installed so that they are withinthe cone of vision of the driver, in order tocommand attention and allow adequate time for theproper response. Delineators must be positioned at1.25 m to 4 m from the edge of pavement. Theyshould usually be placed 0.6 m to 2.4 m beyondthe outside edge of the shoulder, or, if appropriate,in line with the roadside barrier that is 2.4 m or lessbeyond the outer edge of the shoulder.

Delineators should be placed a constant distancefrom the edge of the roadway. If there is anobstruction between the pavement edge and theextension of the line of delineators, the delineatorsshould be adjusted to present a smooth line passingbetween the obstruction and the road edge.

If a delineator is required near a guide rail, or isobstructed by a guide rail (as on a horizontal curve),the delineators should continue uninterruptedthrough the guide rail section. PMDs should beplaced as close as possible behind the guide rail, oron the guide rail. Where guide rail PMDs areprovided, other retroreflective bands or stripsnormally attached to the guide rail to delineate itspresence may be eliminated.

When uniform spacing is interrupted by a featuresuch as a driveway or crossroad, the delineator maybe relocated by a distance up to one-quarter of theuniform spacing. If the delineator cannot be placedwithin this range, it should be eliminated.

Removal of PMDs is usually not necessary.Normally, the retroreflective units are replaced andthe posts left in place. Removal occurs only if thepost is struck by a vehicle or if a constructionproject or other program makes PMD removalnecessary. Removal of standard steel-post PMDsrequires specialized equipment and can be costly.Removal of flexible-post PMDs can usually beaccomplished by hand.

Maintenance

PMDs are vulnerable to damage by heavysnowdrifts, snowplows, or other roadsidemaintenance vehicles. In high snowfall areas, thecondition of PMDs should be observed at the end ofthe snow season. PMD longevity can also be



reduced by high truck traffic, vandalism, vehiclecollisions, and changeable traffic conditions.Maintenance or replacement of damaged PMDsshould be periodically scheduled.

4.2 Curb Markings for Delineation

Reflectorized solid yellow markings may be placedat the tips of islands located in the line of traffic flowwhere the curb channels traffic to the right of theobstruction. Reflectorized solid white markings maybe used when traffic is permitted to pass on eitherside of the island.

Where island curbs become parallel to the directionof traffic flow, it is not necessary to mark the curbsunless a study indicates the need for this type ofdelineation. If these curbs are marked, the coloursmust conform to the general principles of markingdescribed in Section 3.1 of this Book.

Curbs at openings in a continuous median island donot need to be marked unless the need has beendemonstrated.

4.3 Delineators

Colours

Delineators used on the through portion of aroadway must be either yellow or white, andconform to the colour of the edge line as describedin Section 3.1 of this Book. An exception isinterchange ramps, where yellow delineators mustbe used, whether on the left or right side of theramp roadway.

Applications

Delineators assist motorists in correctly interpretingchanges in roadway alignment, lane reductions andtransitions at preview distances greater than thoseprovided by pavement markings. They may also bebeneficial in reducing run-off-the-road type collisionson long tangent highway sections. Delineatorsvisually reinforce the proper path for the driver tofollow, reducing the probability of confusion anderror resulting from unexpected changes in theroadway. Specific areas in which delineators arerequired or should be considered are describedbelow.

Roads, Ramps and Curves

Delineators are appropriate where there are changesin the horizontal alignment, particularly where thenighttime collision frequency is high or the roadwayalignment at night is not otherwise apparent.

Delineators must be provided on medians and on theoutside of interchange ramps. They must also beprovided on the right side of freeways, but may beomitted, through tangent sections only, provided anyone of the following conditions is met:

• the route is substantially straight, with longsections of tangent alignment, and road sidedelineators are used in advance of, and through,all curves;

• roadway pavement markers are usedcontinuously on lane lines throughout all curvesand tangent sections to supplement pavementmarkings; or

• the roadway is fully illuminated, at and betweenall interchanges.



Before omitting delineators on tangent sections offreeways, it should be confirmed that they are notrequired for the guidance of winter maintenancevehicles.

Delineators should be used on the approaches to,and around, all horizontal curves where the safespeed (as measured by ball bank indicator) is lessthan the speed limit. When used on sections ofundivided roadway, bidirectional white delineators(delineators visible from both approach directions) orback-to-back unidirectional white delineators must beinstalled on the outside of curves.

Acceleration and Deceleration Lanes

Double or vertically elongated delineators may beinstalled at 30 m intervals along acceleration anddeceleration lanes.

Lane Width Transitions

Delineators of the appropriate colour may be usedto indicate the narrowing of the pavement whereeither an outside or inside lane merges into anadjacent lane. The delineators should be usedadjacent to the reduced lane or lanes for the fulllength of the transition, and should be spaced toindicate the reduction, as shown in Figures 54, 55,and 56.

Delineators are not necessary for traffic flow movingin the direction of a wider pavement or on the sideof the roadway where the alignment is not affectedby the lane reduction.

Delineators should be provided on the approachesto and over narrow bridges and culverts.

On a highway with continuous delineation on eitheror both sides, delineation should be carried throughtransitions, where delineator spacing may bereduced.

Median Emergency Crossovers

Where median crossovers are provided for official oremergency use on divided highways, thesecrossovers should be marked by a double yellowdelineator. These delineators are to be placed on theleft side of the through roadway on the far side ofthe crossover for each roadway.

Truck Escape Ramps

Red delineators should be placed on both sides oftruck escape ramps. The delineators should bespaced at 15 m intervals for a distance sufficient toidentify the ramp entrance. Delineator spacingbeyond the ramp entrance should be adequate forguidance according to the length and design of theescape ramp.

Median Barrier Delineation

Delineators may be placed on the top or side of amedian barrier to indicate its alignment. The choiceof top- or side-mounted delineators should be madewith reference to expected positioning andexposure:

• If mounted on a centre barrier, the visibility of top-mounted delineators can be reduced by the glarefrom opposing headlights.

• Top-mounted barrier delineators, or side-mounteddelineators placed close to the top of the barrier,can be covered by an accumulation of snowduring the winter.

• Side-mounted barrier delineators can be exposedto splashing from passing traffic. The resultinglayer of salt dust or road film can reduce theirvisibility.



Figure 54 – Ends of Divided Highways(Two Lane to Four Lane Divided – Offset Centre Lines)

AR

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S =

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Lan

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in m

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Figure 55 – Ends of Divided Highways(Four Lane to Four Lane Divided)

ED

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30 m

30 m

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30 m



Figure 56 – Ends of Divided Highways(Two Lane to Four Lane Divided)

DE

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30 m

MIN

100

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Delineation for Winter Maintenance Operations:

In circumstances were delineators might nototherwise be considered necessary to guide roadusers, they may be required to guide the operators ofwinter maintenance vehicles engaged in wintermaintenance operations. This type of delineation iscommonly referred to as “snowplow delineation”.

While it is specifically intended to assist wintermaintenance vehicle operators, snowplowdelineation provides added guidance for all roadusers.

When used, snowplow delineation should beinstalled in the following circumstances:

• in the median of a divided roadway, where themedian is either raised or depressed;

• on the median barrier of a divided roadway, whereone is present;

)m(evruCfoecnavdAnignicapS

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0571 1 72 84 06 06

085 3 51 82 84 06

053 5 21 22 63 06

052 7 01 81 23 06

591 9 9 61 92 65

541 21 7 51 42 84

511 51 7 31 12 44

59 81 6 21 02 93

58 12 6 01 81 63

07 52 6 01 61 53

06 03 5 9 51 03

ecapStsaLdr3 ecapStsaLdn2 ecapStsaL

)m(evruCdnoyeBgnicapS

Table 4 – Spacing of Highway Delineators on Horizontal Curves



• the right side of divided and undivided roadways,through horizontal and vertical curves; and

• the right side of divided and undivided roadways,on tangent sections where the roadway is notilluminated.

The design, location and spacing of snowplowdelineators should comply in all respects with theguidelines for delineators contained within thisManual.

Placement and Spacing

Post-mounted Delineators

PMDs should be mounted on suitable supports sothat the top of the highest retroreflector is 1.2 mabove the near roadway edge.

On straight sections of roadway, PMDs should bespaced no more than 60 m apart.

Table 5 – Spacing of Chevron Alignment Signs on Horizontal Curves

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085 °3 54 58 541

053 °5 53 56 011

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511 °51 02 04 56

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58 °12 02 03 55

07 °52 02 03 05

06 °03 51 03 54

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PMD spacing should be adjusted on the approachesto and along horizontal curves so that five PMDs arealways visible to the right of the directional dividingline on a two-lane roadway, or to the right of theright-hand lane of a multi-lane roadway.

Table 4 shows the recommended spacing for PMDson horizontal curves. Spacing for specific radii notshown may be interpolated from the Table. ThreePMDs should be placed in advance of the curve andthree beyond the curve at intervals shown inTable 4, not to exceed 60 m.

Median Barrier Delineators

Median barrier delineators may be placed at 50 mintervals. A spacing of 30 m may be appropriate forcollision prone locations on tangent sections, andwhere glare from opposing headlights could impairthe driver’s perception of the barrier.

Top median barrier delineation may be installed withangularity of 15 degrees to obtain the mostreflectivity from both directions on both flat andcurved sections of roadway.

4.4 Chevron Alignment Sign

For chevron alignment sign design details, refer toOTM Book 6 (Warning Signs).

Purpose and Background

The purpose of the chevron alignment sign is toprovide additional guidance to drivers at sharpchanges in the horizontal alignment of the roadway.Sharp curves on rural roads or non-illuminated urbanroads are often hazardous. Chevron alignment signswarn drivers of the need to be cautious in theapproach to a sharp curve.

Sign Types

The standard-sized chevron alignment sign (Wa-9)should be used where the posted speed is 60 km/hor less.

The oversize chevron alignment sign (Wa-109)should be used where the posted speed is 70 km/hor greater.

Guidelines for Use

Where the advisory speed tab sign is used on sharpcurves, sharp reverse curves or turns, chevronalignment signs must be used along the curves/turns and their approaches if:

• The location is rural in nature; or

• The location is urban in nature and is non-illuminated.

Curve delineation devices are not required in urban,illuminated areas, since roadside features such asbuildings and streetlights offer drivers ampleindication of changes in horizontal road alignment.

The arrow symbol on the chevron alignment signmust point in the direction of the curve.

All signs used at a given location must be the samesize.

Where chevron alignment signs are used, post-mounted delineators must be omitted. Using bothsigns and delineators would create visual clutter andpromote driver confusion.



Location Criteria

It is important to ensure that chevron alignmentsigns are clearly visible to approaching drivers.Their effectiveness is dependent on their positionand number.

Chevron alignment signs must be placed only on theoutside of a sharp curve or turn, and positioned atright angles to oncoming traffic.

The typical placement of chevron alignment signs isso that the bottom is 1.5 m above the outside edgeof the closest traffic lane. However, when vehiclesare approaching on a gradient, chevron alignmentsigns may be placed higher or lower, so that theywill be illuminated by low-beam headlights.

At least four chevron alignment signs must be usedat a single location. Spacing of the chevronalignment signs is shown in Table 7, and isdependent on radius (or degree of curvature).Chevron alignment signs should be positioned to bevisible for at least five seconds to an approachingdriver at night.

Special Considerations

The signs must have Type III or IV high intensitysheeting, as a minimum requirement, as of January1, 2002. Type I sheeting is the minimumrequirement prior to the date indicated.

5. Object Markings

Purpose and Background

Objects within and immediately adjacent to thepavement constitute a hazard to passing traffic.Bridge piers and abutments, narrow structures,raised median islands, guide rail approach ends,trees, rocks, and poles are all objects that canencroach on the roadway. Object Marker signs andObject Markings warn road users that they areapproaching these types of objects, so that they canadjust their path and reduce speed, if necessary, toavoid contact with them.

5.1 Object Marker Signs

For object marker sign design details, refer to OTMBook 6 (Warning Signs).

Sign Types

The object marker sign (One Direction) (Left Version)(Wa-33L) is placed to the left of approaching traffic,and has stripes which slope at a 45-degree angledown to the right, toward the travel lanes of theroadway.

The object marker sign (One Direction) (RightVersion) (Wa-33R) is placed to the right ofapproaching traffic, and has stripes which slope at a45-degree angle down to the left, toward the travellanes of the roadway.



Figure 57 – Typical Marker Location at Bridge Ends

OBJECT MARKEROBJECT MARKER

PAVEMENT EDGE

OBJECT MARKER OBJECT MARKER

30 cm

90 cm

1.2 m

OBJECT MARKER

Wa-33RWa-33L

CROSS SECTION

PLAN



The object marker sign (Both Directions) (Wa-33LR)is placed so that approaching traffic can travel eitherto the left or right of the sign, and has stripes withslope at a 45-degree angle down to both the leftand the right, toward the travel lanes of the roadway.

Guidelines for Use

If a structure such as a bridge pier or abutment is onthe roadway shoulder or within 2 m of the roadwayedge, and is not protected by an approved safetyappurtenance or guide rail system, then an objectmarker sign must be used to mark all of its edges.Yellow and black markings must also be painteddirectly onto the structures. See Subsection 5.2 ofthis Book for additional details on painted markings.

The object marker sign must be used on a structurewherever a narrow structure sign (Wa-24) is used inadvance of the structure (More information on thenarrow structure sign is provided in Section 4 ofBook 6). If the structure extends above the top ofthe marker, yellow and black markings must bepainted onto the actual structure. Figure 57 showsthe typical placement of object marker signs atbridge ends. See Subection 5.2 of this Book foradditional details on painted markings.

Object marker signs may be used to mark all otherhazards (such as trees, rocks, poles, curbs or guiderail approach ends) on the shoulder or within 2 m ofthe edge of the roadway in rural areas.

Object marker signs must mark median dividerswithin the flow of traffic, and raised or depressedislands.

Object markers may be installed alone or incombination with signs such as the keep right sign(Rb-25), double arrow sign (Wa-17) or guide signs.More information on the double arrow sign isprovided in Book 6, Section 2 (Roadway AlignmentSigns) and more information on the keep right signis provided in Book 5 (Regulatory Signs).

Object marker signs must be used on the approachends of channelizing islands or dividers where trafficstreams diverge and do not rejoin (such as right-turnchannelization or freeway ramp gores). Ifinadequately indicated, this type of configurationmay be unexpected by drivers, causing confusionand possibly erratic manoeuvres or other errors.

Location Criteria

The object marker sign should normally be installedso that the bottom of the sign is 1.2 m above thesurface of the nearest traffic lane.

When the object marker sign applies to a hazardousobject that by its nature requires a lower or highermounting, the vertical mounting height may varyaccording to the need. The vertical mountingheight may also be varied to accommodate theheight at which the headlights of an approachingvehicle on an uphill or downhill gradient will strikethe marker.

For object marker signs mounted on structures orobjects, the inside edge of the sign (edge closest tothe roadway) must be in line with the inside edge ofthe structure or object it marks.



Figure 58 – End Protection for Raised or Depressed Safety Zone

2 m

Wa-133

Wa-17

Rb-25

SIGN ILLUMINATION

DIAGONAL MARKINGS OPTIONAL RAISED OR DEPRESSED ISLAND

15 m+ 4.5 m+

Wa-33L

1.5 m+

Note:At locations where passing is permitted on both sides of the safety zone a Wa-17 and Wa-133 shall be used instead of the Rb-25 and Wa-33.

Note:Sign illuminationnot required ifRb-25 and Wa-33Lconstructed using ASTM Type III (HighIntensity Grade) orType IV (Prismatic) Sheeting.

OPTIONAL FLASHINGAMBER BEACON



Winter Maintenance Considerations

Winter maintenance vehicle operators also receivebeneficial guidance from object markers on hazardsthat are either on or adjacent to the roadwayshoulder. An object marker, on or in front of theapproach end treatment of a guide rail for example,assists operators in orienting themselves andavoiding damage to the device.

Where needed, object markers on guide rail shouldbe supplemented with snowplow markers, indicatingto winter maintenance vehicle operators the locationof the start or end of the guide rail system. Astandard for presenting this information should beadopted within the jurisdiction, and usedconsistently.

Special Considerations

Object marker signs must have Type III or IV highintensity sheeting, as a minimum requirement, as ofJanuary 1, 2002. The minimum requirement priorto the date indicated is Type I sheeting.

5.2 Markings on ObjectsAdjacent to the Roadway

If a structure such as a bridge pier or abutment is onthe roadway shoulder or within 2 m of the roadwayedge, and is not protected by an approved safetyappurtenance or guide rail system, then paintedmarkings must be used to mark all of its edges.

Painted markings are to consist of the following:

• Alternating yellow and black stipes slopingdownward at a 45 degree angle toward theroadway.

• The stripes should be at least 30 cm wide, andmust be at least 10 cm in width.

• On any one structure, there must be at least fourblack black stripes of equal width.

• The portion of the structure facing approachingtraffic must be striped from a point 30 cm abovethe roadway to an upper point 2 m to 3 m abovethe roadway surface. The width of the stripedarea must not exceed 45 cm.

• The inside edge of the markings must be in linewith the inner edge of the obstruction.

The wall parallel to the roadway must not bestriped.

For structures with restricted overhead clearance,see Subsection 5.3 of this Book.

5.3 Markings on ObjectsWithin the Roadway

At night, an unreflectorized object in the roadwaymay not be visible to an approaching driver usinglow-beam headlights until the vehicle is too close tosafely avoid it. For this reason, hazardous objectswithin the roadway must be marked with alternatingblack and yellow stripes. The stripes must be at least10 cm wide and ideally should be 30 cm wide. Thestripes may be widened to provide adequate visibility,depending upon the size of the obstruction and thespeed of approaching traffic. At any one location thestripes must be uniform in width.

In addition to object markings on or before theobstruction, appropriate pavement markings(described below in this section) must be applied inadvance of the obstruction as an approach warning.This combination of markings will help alert thedriver to the obstacle, giving sufficient time tomanoeuvre the vehicle along the safest path.



Figure 59 – Clearance Markings Low Clearance Structures

30 cm

45 cm

10 cm MIN. BLACK -- 10 cm MIN. YELLOW

PAVEMENT SURFACE

MINIMUM CLEARANCE

Note:15 cm black painted border isrequired around Wa-27 or Wa-26. Refer to Section 5.3.

PAVEMENT

45 cm

2 m

to 3

m

45 cm

30 cm45 cm

ARCH TYPE UNDERPASS

Note:See Book 6 for low clearance sign criteria.

2 m to 3 m

4.1 m

4.1 m



KEEP RIGHT (Rb-25) or other appropriate signs mustbe used in conjunction with the object markings todirect traffic around one or both sides of theobstruction as illustrated in Figure 58. (Refer to OTMBook 12 (Traffic Signals) for more information aboutsignage.) An amber flashing beacon may bemounted directly above the sign. The intensity of thebeacon should be adequate to attract approachingmotorists’ attention without distracting them fromnearby traffic control devices or normal driving tasks

Safety Zones, Islands, Median Dividers

All raised or depressed islands and median dividerswithin the line of traffic must be marked by anobject marker as illustrated in Figure 58.

Object markers may be installed alone or incombination with signs (such as KEEP RIGHT, KEEPLEFT, double arrows, or guide signs) located withinan island. (Refer to OTM Book 12 (Traffic Signals) formore information about signage.) A sign directingtraffic to one or both sides of an island, asappropriate, must be provided when approachingtraffic has a common direction and destination.

Object markers must be used on the approach endsof channelizing islands or dividers where trafficstreams diverge and do not rejoin (such as right-turnchannelization or freeway ramp gores). Ifinadequately marked, this type of configuration canpose an expectancy violation to drivers, causingconfusion and possibly erratic manoeuvres or othererrors. For additional visibility, the approach endcurbs of channelizing islands may be marked, usingalternating black and yellow stripes at least 10 cmwide and ideally 30 cm wide. Where normal curbheights occur, the stripes must be vertical. Wheremarked buffers are erected on channelizing islands,their markings must slope 45 degrees downwardtoward the side or sides on which traffic must pass.

Bridge Piers

The design of approaches to structures like bridgepiers requires particular care to ensure that driversare aware of the lateral limits of the roadway andhave sufficient time to adjust their speed and laneposition.

Bridge piers must be marked with alternate blackand yellow stripes at least 10 cm wide, and ideally30 cm wide, sloping 45 degrees downward towardthe side on which traffic must pass. The stripesmust be equal in width. The striping may be paintedon the face of the pier and illuminated, or, ifillumination is not available, may be formed ofretroreflective materials applied to an independentsurface that is attached to the pier.

If all approaching traffic is required to pass to theright of the pier, a KEEP RIGHT sign (RB-25) must beattached to the pier or erected on a postimmediately in front of it. If the sign is attached tothe pier, a 15 cm solid black border must be placedaround the perimeter of the sign.

Structures with RestrictedOverhead Clearance

Overhead structures must be marked above theroadway when the clearance between the roadsurface and the structure is less than 4.15 m.Markings must consist of black and yellow verticalstripes at least 45 cm high, extending upward fromthe bottom edge of the overhead structure, andacross its width from one side of the roadway to theother. The stripes must be at least 10 cm wide andideally should be 30 cm wide. The striping may bepainted on the face of the pier and illuminated, or, ifillumination is not available, may be formed ofretroreflective materials applied to an independentsurface that is attached to the pier. Typical markingsfor overhead structures are illustrated in Figure 59.



The LOW CLEARANCE sign (Wa-26) must bemounted on the structure over the lane or lanes towhich the sign applies. A 15 cm solid black bordermust be placed around the perimeter of the sign.

Pavement Markings onApproaches to Obstructions

Drivers expect to be given advance warning of roadhazards. Pavement markings must be used to guideapproaching traffic away from fixed obstructionswithin the roadway.

For fixed obstructions such as bridge supports,refuge islands, median islands, and channelizationislands, approach markings must consist of twodiverging lines as shown in Figure 59 and Figures54 through 56, to guide traffic away from theobject.

If the obstruction is between opposing trafficstreams, the diverging lines must be solid yellowretroreflective lines approximately 10 cm wide. Theymust extend from the directional dividing line topoints 15 cm clear of the edges of the obstructionand 3 m further on either side parallel to it.

Where traffic moving in the same direction ispermitted to pass on both sides of the obstruction,the lines must be white retroreflective linesapproximately 10 cm wide. They must extend fromthe lane line to points 30 cm clear of the edges ofthe obstruction and 3 m further on either sideparallel to it.

The length over which the approach lines divergewill depend on the width of the obstruction and thespeed of the approaching traffic. Table 6 sets outminimum approach marking lengths for variouscombinations of object widths and operating speeds.For example, if the obstruction is 4 m wide, and the85th percentile or prevailing speed is 80 km/hr, anapproach marking should be at least 130 m long.

If traffic is required to pass to the right of theobstruction, diagonal markings enclosed within thediverging lines may be used as shown in Figure 59.If used, the diagonal lines must be yellowretroreflective lines 45 cm to 60 cm wide, angled at45 degrees and spaced 6 m centre to centre. Inurban areas, the spacing may be reduced from 6 mto 3 m.

If traffic may pass on both sides of an obstruction,herringbone markings (also known as “chevronmarkings”) enclosed within the diverging lines maybe used as shown in Figure 60. If used, the linesmust be white retroreflective lines 45 cm to 60 cmwide, spaced 6 m centre to centre, and applied in aherringbone pattern so that the angle points towardapproaching traffic. In urban areas, the spacing maybe reduced from 6 m to 3 m.

Approach markings for objects within the roadwayare illustrated in Figures 58, 60, and 54 through56.

If the directional dividing line of the approachpavement is offset from that of a divided highway asshown in Figure 54, the minimum length of theapproach marking must be determined by both themedian width and the offset of the centre lines,using Table 6 and the formula for determining taperlengths:

Taper Length = S x W

1.6

Where: S = posted speed limit (km/hr)W= lane offset (m)

The following example illustrates the calculation:

In this example, the median is 2 m wide, the offset(perpendicular) distance between the two offsetdirectional dividing lines is 3 m, and traffic operatesat the speed limit of 80 km/hr. A taper length of



Figure 60 – Gore Areas (Non-freeway Use)

3 m MIN.6 m MAX.

WHITE LINE

DIRECTION 10 cm WHITE LINEOF TRAVEL

(45 cm to 60 cm wide)

10 cm WHITE LINE

DIRECTIONOF TRAVEL

DIVERGING

MERGING

1

1

2

2



gnitarepOdeepS

daoRepyT

)m(htdiWnoitcurtsbO

1 2 3 4 5 6 7

03laruR

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05

02

05

03

05

04

05

05

05

06

07

07

08

08

04laruR

nabrU

05

52

05

04

05

05

56

56

08

08

59

59

011

011

05laruR

nabrU

05

03

05

05

56

56

08

08

001

001

021

021

531

531

06laruR

nabrU

05

53

55

55

57

57

001

001

021

021

041

041

561

561

07laruR

nabrU

05

04

56

56

09

09

511

511

041

041

561

561

091

091

08laruR

nabrU

05

54

07

07

001

001

031

031

061

061

091

091

512

512

09laruR

nabrU

05

05

08

08

511

511

541

541

081

081

012

012

542

542

001laruR

nabrU

55

55

09

09

521

521

561

561

002

002

532

532

072

072

011laruR

nabrU

06

06

001

001

041

041

081

081

022

022

062

062

003

003

021laruR

nabrU

56

56

011

011

051

051

591

591

042

042

082

082

523

523

niecnatsidhcaorppa=Derehw,S)81.0+W63.0(=DmorfdevirederaseulavevobaehT:etoNlarurroF(.ruohrepsertemoliknideeps=Sdna,sertemninoitcurtsbofohtdiw=W,sertem

).m05nahtsselebtontsumecnatsid,snoitidnoc

Table 6 – Minimum Length of Approach Markings (m) for Obstructions within the Pavement Area

150 m is calculated using the preceding equation,using inputs of speed limit (80 km/hr) and laneoffset (3 m). An additional minimum length of 70 mis required on the basis of Table 6, using inputs ofoperating speed (80 km/hr) and obstruction width(2 m). The total minimum length of the approachmarking is therefore 220 m, the sum 150 m and70 m.

5.4 Barricades

Barricades are portable or fixed devices with one tothree marked rails. Barricades are used to controltraffic by closing, restricting, or delineating all orpart of a road. Their primary function is to delineateexcavation or construction areas in or near the



traveled portion of the roadways, and block off all orpart of the street where partial or full road closuresbecome necessary. A description of the types ofbarricades and their design criteria is provided inOTM Book 7 (Temporary Conditions). Approaches tobarricades should be adequately marked, as thepresence of barricades may surprise motorists,especially commuters who are accustomed to aroutine drive.

On divided roads with high traffic volumes, vehicularpenetration into work sites can be prevented byusing a “New Jersey” concrete barrier. “New Jersey”barriers should not be used to channelize traffic andtheir use should be determined by worksiteprotection requirements. Temporary pavement edgelines and reflective delineation should be used with“New Jersey” barriers.

Stripes on barricades must be alternating verticalorange and black retroreflective stripes. Normallystripes must be 150 mm wide, but on rails less than900 mm long, they may be only 100 mm wide.

Where a barricade extends entirely across aroadway, the stripes should slope downward in thedirection toward which traffic must turn. If both rightand left turns are possible, the stripes may slopedownward in both directions from the centre. If turnsare not intended, the stripes should slope downwardtoward the centre of the barricade or barricades.

Barricades may include other unstriped horizontalpanels necessary to provide support or stability.

The safety of vehicle occupants, pedestrians, andworksite personnel should be considered in thedesign and installation of barricades. In the event ofan impact, the barricade should not pose an unduehazard to road users or worksite personnel.

5.5 Channelizing Devices

Channelizing devices are intended to alert drivers tohazards in or near the traveled way which havebeen created by construction or maintenanceactivities, and guide traffic safely past these hazards.

Channelizing devices include traffic cones, tubularmarkers, flexible drums, and pavement markings.Traffic cones and tubular markers are sometimesused outside construction and maintenance areasfor general traffic control. They help to emphasizereversible lane delineation, channelizing lines, andislands. A description of the types of channelizingdevices and their design criteria is provided in OTMBook 7 (Temporary Conditions).

Channelizing devices used on low-speed roadsduring the daytime must be at least 450 mm high.On freeways and other high-speed roads, on anyfacility during hours of darkness, or when moreconspicuous guidance is needed, their minimumheight must be increased to at least 700 mm.

Channelizing devices must be made of materialsthat can withstand impact without damage tothemselves or vehicles.

Cones and tubular markers used outside constructionand maintenance areas must be the same colour asthe pavement marking they supplement or for whichthey are substituted. They should be kept clean andbright for maximum target value. For nighttime usethey must be reflectorized.

Retroreflectivity of tubular markers must be achievedusing at least two 75 mm white retroreflectivebands no more than 150 mm apart. The top bandmust be placed no more than 50 mm from the topof the device.



Figure 61 – Wire Glare Screen

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Figure 62 – Baffled Glare Screen

Retroreflectivity of cones must be achieved using awhite retroreflective band at least 150 mm wide,75 mm to 100 mm from the top of the cone. If thetraffic cone is 700 mm wide or more, the standard150 mm band must be supplemented with anadditional 100 mm white band at least 50 mmbelow the 150 mm band. The retroreflectivematerial must have a smooth sealed outer surfacethat will display approximately the same colourduring both day and night.

Glare Control

6.1 General

Purpose

Glare affecting drivers originates from severalsources, including roadside and overhead lightingand the headlights of oncoming traffic. Glare candistract drivers and temporarily impair vision,particularly in older drivers.

On new facilities, potential glare problems should beaddressed by appropriate horizontal and verticalalignment design, or by barrier selection.

On existing facilities, concrete barriers can usuallyblock the glare from oncoming traffic. However,sometimes barriers are not high enough to reduceglare effectively. In this case, concrete barriers maybe supplemented with glare screens to reduce oreliminate headlight glare.

Glare screens may also serve as delineators whenenhanced by retroreflective devices. Glare screensmay also be used during roadway construction andmaintenance to reduce driver distraction by blockingthe view of roadside activities.

Glare screens are generally not designed to reduceglare generated by roadside facilities and byheadlights shining into the driver’s eyes through therearview and sideview mirrors.



Types of Glare Control Devices

Glare control devices are available as wire screensor plastic baffles, and are generally retrofitted onexisting concrete barriers.

• Wire glare screens, as shown in Figure 61, aremade of wire mesh, 600 mm high, supported byposts that are fastened to the top of a concretebarrier at approximately 3 m intervals.

• Plastic baffles, as shown in Figure 62, may beinstalled on the top of a concrete barrier, either intracks or in pre-assembled sections approximately2.5 m long. The baffles are made of closelyspaced molded plastic between 0.5 m and 0.9 mhigh, and must be capable of withstandingvehicular impact. Baffled glare screens are usuallya proprietary product.

“Tall Wall” barriers can incidentally reduce glare fromopposing headlights but are not normally installed asglare control devices.

Design

Because of their placement on concrete barrierswithin or close to the roadway, glare screens aresusceptible to vehicle impact. The screen must bedesigned to be flexible and withstand impacts, or toyield in a way that is not harmful to vehicleoccupants, nearby pedestrians, or road workers. Theglare screen should also be easily repairable.

Installation, Maintenance, and Removal

A glare screen should require little maintenance orongoing repair, so that expense is minimized andrisk to maintenance crews and motorists is reduced.

Glare screens can diminish or restrict sightdistances, particularly near curves. Before installingthe glare screens, their effect on safe stopping sightdistances should be considered for both directionsof traffic.`

6.2 Applications

Glare screens are beneficial on divided highwayswhere one or more of the following factors arepresent:

• High volume two-way night-time trafic;

• Narrow median between lanes of opposing traffic;

• Curved in vertical alignment, particularly verticalsags;

• Superelevation or grade separation resulting insituations where vehicles traveling in one directionare higher than those traveling in the otherdirection.

Glare screens may also be beneficial in the presenceof other factors. These include:

• Service roads immediately adjacent to highwayfacilities;

• Rail lines parallel to highways;

• At intersections and interchanges, wherepotentially confusing traffic patterns exit;

• Permanent or temporay contra-flow operations;

• Work zones, where drivers may be subjected toglare or distracting elements;

• Locations with a history of collisions attributableto glare.



Index

AApplication of Chevrons, 4.4

Application of Delineators, 4.3

Application of Glare Control Devices, 6.2

Application of Markings and Delineation, 2.6

Approach Markings For Obstructions, 3.7

BBarricades, 5.4

Barrier Lines, 3.7

Bicycle Lane Markings, 3.9

Bus Bays, 3.9

CChannelizing Devices, 5.5

Chevrons, 4.4

Clearance and Vehicle Guidance, 3.9

Coloured Pavement, 3.11

Colours, 2.4

Colours of Delineators, 4.3

Colours of Pavement, 3.11

Continuity Lines, 3.5

Contrast, 2.3

Controlled Intersections, 3.8

Criteria for Use of No Passing Zones, 3.7

Crossing Approaches, 3.9

Crossovers, 3.9

Crosswalks, 3.8, 3.9

Curb Markings for Delineation, 4.2

Curb Markings and Restrictions, 3.10

DDelineation, 4

Delineation and Driver Requirements, 2.3

Delineators, 4.3

Delineators Design, 4.1

Design of Glare Control Devices, 6.1

Devices 3.3

Directional Dividing Lines, 3.4

Disabled Requirements: Location, Width, Marking,3.10

Driver Factors, 2.3

EEdge Lines, 3.4

Edge Lines for Freeways and Multi-lane Roadways,3.4

FFull-time Bus/HOV Lane, 3.9

Functions of Markings and Delineation, 2.1

GGlare Control, 6

Glass Beads, 2.3

Guide Lines, 3.8

HHorizontal Curves, 3.7

IIllumination, 2.3

Installation, Maintenance, and Removal of GlareControl Devices, 6.1

Installation and Removal of Delineators, 4.1

Interchange Ramps and Channelization Lines, 3.6

Intersections, 3.8



LLane Designation, 3.9

Lane Lines, 3.4

Lane Lines for Rural Roads, 3.4

Lane Lines for Urban Roads, 3.4

Lane Reductions, 3.7

Limitations, 2.2

Lines, 3.4

MMaintenance, 2.9

Maintenance of PMDs, 4.1

Maintenance of RPMs, 3.3

Marking, 3.9

Marking, Bridge Ends and Other Fixed Hazards, 5.2

Marking, Bridge Piers and Abutments, 5.2

Marking, Bridge Piers within the Roadway, 5.3

Marking, Objects Adjacent to the Roadway, 5.2

Marking, Objects within the Roadway, 5.3

Marking, Restrictions, 3.10

Marking, Safety Zones, Islands, Median Dividers, 5.3

Marking, Structures with Restricted OverheadClearance, 5.3

Materials, 2.5, 3.2

Multi-lane Rural Roads, 3.4

Multi-lane Urban Roads, 3.4

NNarrow Bridges, 3.7

No-passing Zones, 3.7

OObject Marker Design, 5.1

Object Marker Mounting Height, 5.1

Object Markings, 5.1

PPaint, 3.2

Parking, 3.10

Part-time Bus/HOV Lane, 3.9

Passing Zones (Truck Climbing and Added PassingLanes), 3.7

Pavement Markings, 3.1

Pavement Markings, Approaches to Obstructions,5.3

Pavement Markings, Colours, 2.4

Pavement Markings, Function, 3.1

Pavement Markings, Limitations, 3.1

Pavement Markings, Reflectorization, 3.1

Pavement Markings, Types, 3.1

Pedestrians, 3.9

Placement and Spacing of Chevrons, 4.4

Placement and Spacing of Delineators, 4.3

Preformed Tape, 3.2

Prismatic Cube-corners, 2.3

Purpose of Delineation, 4.1

RRailways, 3.9

Removal of Markings, 2.8

Reserved Facility Markings, 3.9

Retroreflectivity, 2.3, 4.1

Retroreflectometers, 2.9

Rumble Strips, 3.3

Rural Roads: Two lanes, Two Ways, 3.4

SSchool Crossings, 3.9

Stalls: Type, Length, Width, Setback, 3.10

STOP Signs, 3.8

Substituting for Pavement Markings, 3.3

Supplementing Other Markings, 3.3

Symbols, 3.12



TTemporary Conditions, 2.7

Temporary Materials, 3.2

Temporary RPMs (TRPMs), 3.3

Thermoplastic, 3.2

Traffic Calming Devices, 3.8

Traffic Control Devices, 3.8

Transit and High Occupancy Vehicles, 3.9

Transition Lines, 3.5

Transition Lines and Continuity Lines, 3.5

TRPMs and RPMs Installation, 3.3

Turn Lanes, 3.8

Two-component Cold Curing, 3.2

Two-lane Roadways, 3.4, 3.7

Two-lane Rural Roads, 3.4

Two-lane, Two-way Urban Roads, 3.4

Types of Glare Control Devices, 6.1

UUrban Roads: Multi-lane Roads, 3.4

VVertical Curves, 3.7

WWord Messages, 3.12

Words and Symbols, 3.12



Appendix A • Definitions

A

AADTAbbreviation for Average Annual Daily Traffic.

AASHTOAmerican Association of State Highway andTransportation Officials.

AbrasionA condition manifested in pavement markings bygradual surface erosion, thinning, anddisappearance of the film due to wind, water, sand,and vehicle tire wear.

ACAbbreviation for asphaltic concrete, or alternatingcurrent, depending on context.

Acceleration LaneA speed change lane for the purpose of:

(1) enabling a vehicle entering a roadway toincrease its speed to a rate at which it canmore safely merge with through traffic;

(2) providing the necessary merging distance;and

(3) giving the main road traffic the necessarytime to make appropriate adjustments.

ADTAbbreviation for Average Daily Traffic.

Advisory SpeedThe speed, determined to the nearest 5 km/h, atwhich traffic may safely negotiate a potential hazardunder favourable driving conditions.

Approach SpeedThe maximum safe speed that can be maintainedover a short section of highway immediately inadvance of a potentially hazardous location, takinginto account pavement and shoulder width,horizontal and vertical alignment, sight distance,and other controlling factors. The approach speeddoes not necessarily coincide with the designspeed.

ASTMAmerican Society for Testing and Materials.

At-grade IntersectionAn intersection of two roadways where there is novertical separation between the two roadways attheir point of intersection.

ATSSAAmerican Traffic Safety Services Association.

Average Daily Traffic (ADT)The total volume during a given time period inwhole days greater than one day and less than oneyear divided by the number of days in that timeperiod.

B

Ball Bank IndicatorA mechanical or electronic device that can bemounted inside a four-wheel vehicle; readings of theball bank indicator show the combined effects ofthe body rolling angle, centrifugal force andsuperelevation angle to estimate the safe operatingspeed around a curve.



BarrierA device which provides a physical limitation,through which a vehicle would not normally pass,and is intended to contain or redirect an errantvehicle of a particular size range, at a given speedand angle of impact.

BondAdhesive quality of a coating to a Substrate.

BrightnessA term that refers to human perception ofLuminance. Whereas luminance is a photometricallymeasured quantity, brightness describes howintense a light source or lighted surface appears tothe human eye.

Broken LineA Pavement Marking consisting of a cycle ofmarking segments and gaps. Broken lines arepermissive and inform drivers that they arepermitted to cross a broken line, (two-lane, two-wayhighways) or that there is a change in use of aparticular lane (continuity lines).

BTUAbbreviation for British thermal unit.

C

CentrelineSee Directional Dividing Line.

ChannelizationThe separation or regulation of traffic movementsinto definite paths of travel by use of pavementmarkings, raised islands, or other suitable means tofacilitate the safe and orderly movement of traffic,both vehicular and pedestrian.

Chevron Alignment SignA delineation sign used to delineate sharp roadwayalignment changes.

Construction and Maintenance SignsA group of Regulatory and Warning Signs used forthe protection of public traffic and workers in thevicinity of a work area located on or near theroadway. See Book 7.

Continuity LineA lane line of reduced spacing and increased width,designed to alert road users to an impendingchange in lane function. See also Wide Line.

Continuous Wide MedianOn a divided highway, a median that has acontinuous width of 10 m or more. See also DividedHighway.

Controlled Access HighwayA major highway along which the right of access toabutting property is controlled by the Department ofHighways.

Controlled IntersectionAn intersection where traffic approaching from anyor all directions is regulated by some form of trafficcontrol device.

Cost EffectivenessThe relationship between a measure’s benefit overits service life and the total costs it incurs over itsservice life, often expressed as a ratio.

CrossoverSee Pedestrian Crossover.

CrosswalkSee Pedestrian Crosswalk.



Curb MarkingA marking used to delineate the location of a curb.

Curve SignA Warning Sign used to inform drivers of anupcoming change in roadway alignment. In somecases, a reduction in speed is recommended.

D

Deceleration LaneA speed change lane for the purpose of enabling avehicle that is to make an exit from a roadway toslow to the safe speed on the exit after it has leftthe main stream of traffic.

DelineationOne, or a combination of several types of devices(excluding Guide Signs) that regulate, warn, orprovide tracking information and guidance todrivers.

Delineation TechniqueRefers to methods chosen to accomplish effectivedelineation. Selection of an appropriate markingmaterial and method of application are part of adelineation technique.

Delineation TreatmentRefers to the higher-level decision process ofdesigning delineation to be installed. Such issues asuse of raised pavement markers and post markersare part of delineation treatment.

DelineatorsSmall, Retroreflective devices erected in a seriesadjacent to the edge of a traveled portion of theroadway for the purpose of providing positive driverguidance.

Directional Dividing LineA yellow Pavement Marking indicating the divisionof the roadway between traffic traveling in oppositedirections.

Directional Guide SignA broad class of signs providing route-finding oroperational guidance to road users, includingdirection to specific destinations.

Divided HighwayA multi-lane highway consisting of roadways foropposing traffic which are separated by an unpavedarea or other physical barrier, including a curbedisland. See also Continuous Wide Median.

DOTU.S. Department of Transportation.

Double LineA Pavement Marking used on two-way, undividedroadways to inform the driver of a “no-passing” zonein both directions of travel.

E

EAbbreviation for rate of superelevation.

Edge LineA painted line marking the edge of the roadway.

EPAU.S. Environment Protection Agency.

ETPAbbreviation for epoxy thermoplastic paint.



ExpresswayA divided arterial highway for through traffic withfull or partial control of access and generally withgrade separations at major intersections.

F

FAbbreviation for coefficient of friction.

FHWAU.S. Federal Highway Administration.

FreewayAn expressway with full control of access andinterchanges in place of At-grade Intersections. Thisterm includes toll highways built to a freewayconfiguration.

G

Glass BeadsSpheres used in conjunction with traffic paint toproduce retroreflectivity in pavement markings.

Grade SeparationThe vertical separation of two or more intersectingroadways or a roadway and another transportationmode, e.g., railroad, thus permitting traffic on allroads to cross traffic on all other roads withoutinterference.

Guide SignA Traffic Sign used to direct traffic along a routetowards a destination.

GuidelineA recommended (but usually not required) practice,method or value for a specific design feature oroperating practice.

H

Hazard MarkerSee Object Marker.

HighwayA general term denoting a public way for purposesof vehicular and pedestrian travel, including theentire area within the right-of-way. This includesKing’s Highways, regional and county roads, ruralroads, municipal roads and streets.

Highway DelineatorOne of a series of short posts with reflective headsor chevrons used to indicate horizontal alignment.

I

IlluminanceLuminous flux incident per unit of area (direct light).

InterchangeA system of interconnecting roadways inconjunction with one or more grade separations,providing for the interchange of traffic between twoor more roadways on different levels.

Interdictory SymbolAn annular (circular) red band with a diagonal redstroke at 45 degrees, or as close to 45 degrees aspractical, signifying that whatever is depicted withinthe symbol is prohibited.

IntersectionThe area embraced by the prolongation of lateralcurb lines or, if none, of the rights-of-way of two ormore highways that join one another at an angle,whether or not one highway crosses the other.



Intersection LegThat part of any one of the roadways radiating fromthe intersection which is close to the intersectionbut outside the area of the intersection proper.

Intersection Sight DistanceThe distance at which a driver on the roadwayapproaching an intersection can see vehicles on theother intersection legs to the left and right of his orher path of travel. May also be referred to as VisionTriangle.

K

King’s HighwayA highway, including secondary and tertiary roadsdesignated under the Public Transportation andHighway Improvement Act.

L

LAbbreviation for length.

Lane Designation SignAn overhead or ground-mounted sign, erected at orin advance of an intersection, or over a lane orlanes, to regulate traffic on an approach byassigning certain traffic movements to specific lanesor a reserved lane. These signs should not beconfused with Turn Control Signs.

Lane LineA pavement marking, other than a directionaldividing line, which separates two traffic lanesassigned to traffic moving in the same direction.

Lane Use SignSee Lane Designation Sign.

Large Arrow SignA Warning Sign intended to inform drivers of asharp change in roadway alignment.

Left-turn LaneA lane reserved for left-turning vehicles and sodesignated by pavement markings and/or lane-usesigns.

LuminanceThe luminous flux in a light ray, emanating from asurface or falling on a surface, in a given direction,per unit of projected area of the surface as viewedfrom that direction, per unit of solid angle (reflectivelight).

M

Major RoadThe principal route of two roads at an intersection.Also called Main Road.

MarkerSee Object Marker and Route Marker.

Median StripAn expanse of hard surface material separatingopposing lanes on a highway. The hard surface isflush or nearly flush with the adjacent lanes.

Multi-lane HighwayA roadway with two or more traveled lanes carryingtraffic in each direction.

MUTCDManual of Uniform Traffic Control Devices forOntario.

MUTCDCManual of Uniform Traffic Control Devices forCanada.



N

NCHRPNational Cooperative Highway Research Program.

Numbered HighwayA highway to which a number has been allotted forthe purpose of identification throughout its entirelength.

O

Object MarkerA traffic sign mounted temporarily or permanentlyon an obstruction, within or adjacent to theroadway, to make the obstruction as highly visible aspossible.

Off RampThat part of an interchange connecting aDeceleration Lane to a crossroad.

Older DriverA driver aged 55 years or older.

On RampThat part of an interchange connecting a crossroadto an Acceleration Lane leading onto a Major Road.

Overhead SignA Traffic Sign mounted above the Roadway, usuallywith 4.5 m to 5.3 m of vertical clearance andpreferably located over the lane or lanes to whichthe sign applies.

Oversize SignA Traffic Sign with greater proportional dimensionsthan the minimum dimensions specified in thisManual. Such signs are generally required on higherspeed highways, or on other highways in specialcases.

P

PaintSee Traffic Paint.

Parking and Stopping SignsA Traffic Sign of the regulatory type which informsdrivers of the parking and stopping regulations ineffect on facilities where such signs are erected.

Parking Space MarkingMarkings intended to inform drivers where they arepermitted to park.

PavementThat part of the roadway having a constructed hardsurface for the facilitation of vehicular movement.

Pavement MarkingA coloured marking applied to the pavement toprovide drivers with roadway alignment information.

Pedestrian CrossoverAny portion of a Roadway, designated by by-law of amunicipality, at an intersection or elsewhere,distinctly indicated for pedestrian crossing by signson the highway and lines or other markings on thesurface of the roadway as prescribed by theregulation and the HTA, with associated signs Ra-4,Ra-4t, Ra-10 and Ra-11.

Pedestrian CrosswalkAny portion of the Roadway, at an intersection orelsewhere, distinctly indicated for pedestriancrossing by appropriate pavement markings and/orsigns, or by the projections of the lateral lines of thesidewalk on opposite sides of the road.

PermissiveRefers to areas where a driver is permitted to travel.



Post-mounted DelineatorA delineation device that consists of RetroreflectiveMaterial mounted on a 1.2 m post to provide long-range information on roadway alignment.

Posted Speed ZoneA section of highway upon which the maximumspeed is indicated by appropriate Regulatory Signs.

Provincial HighwayAny public highway under the jurisdiction of theMinistry of Transportation of Ontario (MTO). SeeKing’s Highway.

R

Raised Pavement MarkerA ceramic, metal, glass or plastic marking deviceplaced on the roadway to substitute for or act as asupplement to standard pavement markings. Raisedpavement markers are comprised of a variety ofconfigurations including retroreflective and non-retroreflective markers, and markers that employprismatic retroreflection and those that employspherical retroreflection.

ReflectivityA measure of the degree to which a surface reflectsincident light. A related term, reflectance, is theamount of light reflected back from a sign, relativeto the amount of light shining on the sign. SeeRetroreflectivity, Coefficient of (R).

ReflectorizationA method of incorporating light-reflective materialon the approach face of a Traffic Sign so that theface will reflect light during the hours of darknesswhile retaining the same colours as by day.

Regulatory SignA Traffic Sign advising drivers of action they shouldor must do (or not do), under a given set ofcircumstances. Disregard of a regulatory sign wouldusually constitute an offence.

RestrictiveRefers to areas where, or times when, a driver is notpermitted to travel.

Retroreflective MaterialA type of material applied in either strips or sheetswhich reflects illumination back to its source.

Retroreflectivity, Coefficient of (R)R indicates the proportion of light reflected back tothe driver from a retroreflective sign surface, incandelas per lux per square metre. See Book 1b(Sign Design Principles), Section 9.1.

RoadwayThe part of the highway that is improved, designedor ordinarily used for vehicular traffic, but does notinclude the shoulder, and, where a highway includestwo or more separate roadways, the term “roadway”refers to any one roadway separately and not to allof the roadways collectively.

Route MarkerA Guide Sign bearing a route number which iserected along numbered highways.

RPMAbbreviation for Raised Pavement Marker.

Rural AreaAn area outside of the limits of any incorporated orunincorporated city, town, village, or any otherdesignated residential or commercial area.



S

SAbbreviation for spacing of delineators on curves.

Safe SpeedSee Advisory Speed.

Safe Stopping DistanceThe distance required to bring a vehicle completelyand safely to rest with normal braking and roadconditions.

School and Pedestrian SignsA group of signs, both Regulatory and Warning,used to control vehicles and protect pedestrianswherever students and pedestrians are likely to bepresent and conflict with vehicles may occur.

School ZoneA roadway section with a mandatory 40 km/hmaximum speed zone in effect every school day atdesignated times, in the vicinity of a school. TheHTA also makes provision for 60 km/h speed zoneson King’s Highways.

Service Life (Pavement Marking)The time required for a pavement marking tobecome ineffective due to its having lost its luster,lost its retroreflectivity, or having been worncompletely from the pavement.

ShoulderThe portion of a highway between the outer edgeof the roadway and the curb, or point of intersectionof the slope lines at the outer edge of the roadwayand the fill, ditch, or median slope, for theaccommodation of stopped vehicles, for emergencyuse, and for lateral support.

SidewalkThat portion of a road, adjacent to the traveledroadway, which has been improved for the use ofpedestrians.

Sign AssemblyAny Traffic Sign mounted and erected alone or inconjunction with any combination of associated TabSigns.

Sign SheetingThe Retroreflective Material used on the surface of aSign to provide good daytime and nighttimevisibility.

Solid LineA continuous Pavement Marking. Solid lines arerestrictive; drivers are being informed that they arenot to cross a solid line.

Speed Change LaneA tapered auxiliary traffic lane used by trafficentering or leaving a freeway or expressway for thepurpose of acceleration or deceleration respectively.

Speed LimitThe maximum vehicular speed allowed within anygiven posted or Unposted Speed Zone.

Statutory Speed LimitA maximum speed limit automatically in effect onall roads, unless otherwise signed. The statutoryspeed limit applies even where no maximum speedlimits are signed.

Stop BarA Pavement Marking placed laterally across theapproach half of a traveled roadway at the site of aSTOP sign, Traffic Signal, or Pedestrian Crosswalk.The line indicates the point beyond which theforemost part of a vehicle must not protrude, shouldthe vehicle be required to stop. Also called StopLine.



Stop LineSee Stop Bar.

StriperA self-contained marking system mounted on atruck chassis and used to apply Pavement Markingson the road.

SubstrateThe surface to which the sign sheeting is applied.

Suburban AreaAn area, primarily residential, generally locatedbetween an urban centre of a community and thesurrounding rural area.

SurfaceThe top of the pavement material, Substrate, or SignSheeting.

Symbol MarkingA Pavement Marking used in a specific location toguide, warn, regulate, or inform drivers wherestandard pavement markings are not sufficient.

T

Tab SignA sign smaller than the primary sign with which it isassociated, and mounted below it. There are twotypes of tab signs:

(1) Supplementary Tab Sign – contains additional,related information;

(2) Educational Tab Sign – conveys the meaningof symbols during their introductory period.

Temporary ConditionsRoadway and traffic control conditions related tonon-permanent construction, maintenance andutility work on any highway open to the public.

Temporary Pavement MarkingA Pavement Marking intended to be used forTemporary Conditions.

ThermoplasticA class of pavement marking material whose maincomponent is a plastic material that becomespliable or liquid at high temperatures.

Through Roadway(1) The portion of the roadway used by through

traffic as opposed to the parts used by trafficwhich is stopping or turning; or

(2) A road at which vehicular traffic fromintersecting roads is required to stop beforecrossing or entering.

Through Traffic(1) Traffic using a through roadway; or

(2) Traffic proceeding through an area and nothaving an origin and destination therein.

Traffic Control DeviceAny sign, signal, marking, or device placed upon,over or adjacent to a roadway by a public authorityor official having jurisdiction, for the purpose ofregulating, warning, guiding or informing roadusers.



Traffic Control Signal (Traffic Signal)Any power-operated Traffic Control Device, whethermanually, electrically or mechanically operated, bywhich traffic is alternately directed to stop andpermitted to proceed. Traffic Signal:

(1) When used in general discussion, a trafficsignal is a complete installation includingsignal heads, wiring, controller, poles andother appurtenances.

(2) When used specifically, the term refers to thesignal head which conveys a message to theobserver.

(3) That part of a traffic control signal system thatconsists of one set of no less than threecoloured lenses, red, amber and green,mounted on a frame and commonly referredto as a signal head.

Traffic IslandA raised or painted island designed to separatestreams of vehicular traffic.

Traffic PaintA pavement marking material that consists mainly ofa binder and a solvent. The material is kept in liquidform by the solvent, which evaporates uponapplication to the pavement, leaving the binder toform a hard film.

Traffic paints are classified by, among other things,drying time:

(1) instant dry – less than 30 seconds no tracktime;

(2) quick dry – 30 to 120 seconds no track time;

(3) fast dry – 2 to 7 minutes no track time;

(4) conventional – over 7 minutes no track time.

See also Water-based Paint.

Traffic SignA device (other than Delineators and Traffic ControlSignals) which may be erected beside or above aroadway for the purpose of regulating, warning orguiding traffic.

Traveled RoadwaySee Roadway.

Turn Control SignA Traffic Sign, generally erected at an intersection,indicating by arrows and an Interdictory Symbol themovement or movements traffic on that approachmust not take. These signs should not be confusedwith Lane Designation Signs.

Turn LaneA lane designed to facilitate vehicular turnmovements from the through roadway.

Turn SignA Warning Sign used to inform drivers of anupcoming change in roadway alignment. See alsoCurve Sign.

Two-lane HighwayAn undivided two-way facility having one lane fortraffic moving in each direction.

Two-way Left-turn LaneThe centre lane on some three, five or seven lanesections of undivided highway which is designed tofacilitate left turns from each direction.



U

Unposted Speed ZoneA section of highway upon which maximum speedsigns are not erected and where a Statutory SpeedLimit is in effect.

Urban AreaAn indefinite area of land used primarily forresidential, commercial, and/or industrial purposes,usually associated with a given area size, population,and density.

V

VAbbreviation for velocity.

Vision TriangleSee Intersection Sight Distance.

VOCAbbreviation for volatile organic compound.

W

Warning SignA sign which indicates conditions on or adjacent toa highway or street that are actually or potentiallyhazardous to traffic operations.

Water-based PaintA Traffic Paint that employs water as a solvent, thusnullifying the environmental concerns with manytraffic paints. Also referred to as latex. See alsoTraffic Paint.

Wide LineA pavement marking line wider than the standard10 cm width, typically 20 cm, up to 30 cm, inwidth. See also Continuity Line.



Appendix B • References

Referenced Documents

Manual of Geometric Design Standards forCanadian Roads; Transportation Association ofCanada, 1998

Ontario Traffic Manual; Books 1, 4, 5, 6, 7, 8, 12;1998

U.S. Federal Highways Administration (FHWA);Roadway Delineation Practices Handbook, 1994

Section U.D. 18 Urban Supplement to theGeometric Design Guide for Canadian Roads;Transportation Association of Canada, 1995

Additional References

American Society for Testing and Materials (ASTM)

Canadian General Standards Board (CGSB)

Canadian Guide to Neighbourhood Traffic Calming;Transportation Association of Canada, 1998

Highway Traffic Act (HTA); Office Consolidation;Revised Statutes of Ontario, 1990

Section 182 of the Highway Traffic Act (R.S.O.1990)

King’s Highway Guide Signing Policy Manual;Ministry of Transportation Ontario, 1990

Manual of Uniform Traffic Control Devices (MUTCD);Ministry of Transportation Ontario, 1985

Tourism-Oriented Direction Signing Policy; Ministryof Transportation Ontario, 1995