Traffic Signs Manual C7

ROAD MARKINGS

CHAPTER 7

August 2019

August 2019 7/2

Traffic Signs Manual

Chapter 7 – Road Markings

Contents

Page

7.1 Introduction ..................................................................................................................................6

General ...........................................................................................................................................6

The Function Of Road Markings ....................................................................................................6

Classes Of Marking ........................................................................................................................7

Speed .............................................................................................................................................8

Legal ...............................................................................................................................................8

Materials .........................................................................................................................................8

7.2 Transverse Markings ...................................................................................................................9

Stop Line (RRM 017)......................................................................................................................9

Tram Stop Line (RRM 031) ......................................................................................................... 11

Yield Line (RRM 018) .................................................................................................................. 11

No Entry Line (RRM 019) ............................................................................................................ 12

7.3 Longitudinal Markings .............................................................................................................. 15

Centre Line Markings .................................................................................................................. 15

Climbing / Overtaking Lanes ....................................................................................................... 23

Right-Turn Lanes ......................................................................................................................... 25

Passing Lanes On Type 3 Dual Carriageways ........................................................................... 25

Lane Lines (RRM 003) ................................................................................................................ 26

Merge/Diverge Lane Line (RRM 028) ......................................................................................... 27

Edge Of Carriageway Lines (RRM 025, RRM 026 & RRM 027)................................................. 27

Raised Profile Edge Markings ..................................................................................................... 29

7.4 Hatched Markings

..................................................................................................................... 33

Motorways And High-Quality Dual Carriageways ....................................................................... 34

Other Roads ................................................................................................................................ 36

7.5 Worded And Diagrammatic Markings ..................................................................................... 41

Stop (M 114) ................................................................................................................................ 41

Triangular Yield Marking (M 115) ................................................................................................ 41

Slow (M 106) ............................................................................................................................... 42

Look Left/Right (M 107l/R) .......................................................................................................... 42

Arrows ......................................................................................................................................... 43

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Lane Destination Markings (M 105) ............................................................................................ 47

School Keep Clear Marking (RRM 010) ...................................................................................... 49

School Warden Crossing Patrol Point (M 121) ........................................................................... 50

Speed Markings (M 108) ............................................................................................................. 51

Emergency Telephone And Chainage Markings (M 120) ........................................................... 52

7.6 Parking Restrictions And Parking Bays ................................................................................. 53

Parking Restrictions .................................................................................................................... 53

Parking Bays ............................................................................................................................... 54

Taxi Stand (RRM 029)................................................................................................................. 56

Loading Bay (RRM 009) .............................................................................................................. 57

Electric Vehicle Recharging Bay (RRM 034) .............................................................................. 57

7.7 Bus And Tram Markings ........................................................................................................... 58

Bus Stop (RRM 030) ................................................................................................................... 58

Bus Lanes ................................................................................................................................... 60

Tram Lanes ................................................................................................................................. 65

7.8 Cycle Tracks .............................................................................................................................. 67

With-Flow Cycle Tracks............................................................................................................... 67

Contra-Flow Cycle Tracks ........................................................................................................... 69

Cycle Tracks Not On The Carriageway....................................................................................... 69

7.9 Yellow Box Markings ................................................................................................................ 71

7.10 Reflecting Road Studs .............................................................................................................. 73

7.11 Priority Junctions ...................................................................................................................... 76

Ghost Island Junctions ................................................................................................................ 80

Right-Turn Junctions On Dual Carriageways .............................................................................. 80

7.12 Signal Controlled Junctions .................................................................................................... 84

7.13 Roundabouts ............................................................................................................................. 86

Normal Roundabouts .................................................................................................................. 86

Mini-Roundabouts (RRM 033) .................................................................................................... 91

7.14 Grade-Separated Junctions ..................................................................................................... 93

7.15 Level Crossings ......................................................................................................................... 94

August 2019 7/4

7.16 Pedestrian Crossings ............................................................................................................... 96

Zebra Crossing (RPC 001) .......................................................................................................... 96

Signalised Pedestrian Crossing .................................................................................................. 97

Zig-Zag Markings (RPC 002) ...................................................................................................... 98

7.17 Traffic Calming ........................................................................................................................ 102

7.18 Yellow Bar Markings ............................................................................................................... 103

Appendix 7a: Lettering For Worded Markings ............................................................................... 106

Appendix 7b: Airport, Ferry And Disabled Persons Symbols ...................................................... 112

Appendix 7c: Schedule Of Road Markings ..................................................................................... 113

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August 2019 7/6

7.1 Introduction

GENERAL

7.1.1 This Chapter provides details of the road markings which may be

used on roads in Ireland, including their layout and symbols, the

circumstances in which each marking may be used and guidance

on positioning them. The chapter should be read in conjunction

with other relevant chapters. Further information on the use of the

Manual is given in Chapter 1.

7.1.2 For the purposes of this Manual:

• Shall or must indicates that a particular requirement is

mandatory;

• Should indicates a recommendation; and

• May indicates an option.

7.1.3 The diagrams for each marking indicate any variants which are

permitted. The standard dimensions for markings are given on the

diagrams or in the relevant tables in this chapter.

7.1.4 Most road markings are regulatory markings which are referred to

in the relevant legislation (see Chapter 1). Regulatory road

markings have numbers which are prefaced by RRM and RPC.

Markings which are non-regulatory have numbers prefaced by the

letter M. Where variations are allowed (such as in the case of

centre line markings) suffix codes have been provided to assist

designers and contractors to identify the variants. It should be

noted that the suffixes do not form part of the legal descriptions of

the markings.

7.1.5 It should be noted that markings conforming to the previous

designs will continue to have legal effect. However, all new or

reapplied markings should conform to the new designs.

7.1.6 Certain regulatory markings (such as Stop and Yield Lines and

those relating to parking restrictions) are associated with

regulatory signs. The latter are described in Chapter 5.

THE FUNCTION OF ROAD MARKINGS

7.1.7 Road markings may be defined as markings on the surface of the

road for the control, warning, guidance or information of road

users. They may be used to supplement upright signs, or they

may be used alone.

August 2019 7/7

7.1.8 Road markings have the limitation that they may be obscured by

snow, leaves or debris on the carriageway. Their conspicuity is

impaired when wet or dirty and their durability depends largely on

their exposure to traffic wear. Nevertheless, they serve a very

important function in conveying information and requirements to

drivers which might not otherwise be possible by the use of upright

signs. They have the advantage that they can often be seen when

an upright sign is obscured, and, unlike such signs, they can

provide a continuing message to the moving driver and, as such,

worded markings must be laid as words would typically be read,

i.e. from top to bottom.

For example;

STAY IN LANE would be laid on the carriageway as follows;

STAY LANE

IN and not as IN

LANE STAY

7.1.9 The continued increase in the volume of traffic using the roads

makes the extensive use of road markings essential to ensure that

full advantage is taken of the available road space. In particular,

widespread use of lane markings is desirable. Enhancing lane

discipline adds to the safety of traffic, besides improving traffic

flows.

7.1.10 Road markings should be considered in detail at design stage in

respect of new or improved roads and junctions. The markings for

existing roads are best considered on plan before the work is

undertaken.

CLASSES OF MARKING

7.1.11 Road markings may be classified as follows:

a. Transverse markings, which are at right-angles (or

thereabouts) to the centre line of the carriageway;

b. Longitudinal markings (including double line systems);

c. Hatched markings;

d. Worded and diagrammatic markings;

e. Markings indicating parking and loading requirements;

f. Bus and tram markings;

g. Cycle track markings;

h. Yellow box markings; and

i. Road studs.

7.1.12 The various classifications are covered in this chapter in the above

order in Sections 7.2 to 7.10. Sections 7.11 to 7.16 illustrate their

application in specific circumstances. Markings used for traffic

calming purposes are included in Section 7.17, and Section 7.18

describes the use of transverse yellow bar markings.

August 2019 7/8

SPEED

7.1.13 Throughout this Chapter reference is made to the ‘speed’ of traffic,

for example to determine the appropriate dimension of line

marking to be used, or to define the visibility requirements for a

continuous line system. Wherever ‘speed’ is mentioned, it shall be

determined as follows:

• On new or improved roads, ‘speed’ is the Design Speed,

calculated in accordance with Transport Infrastructure

Ireland Standard

DN-GEO-03031

;

• In the case of existing roads, ‘speed’ is the speed limit,

except when there is a significant difference between the

speed limit and actual vehicle speeds, in which case:

• ‘speed’ shall be the observed 85th percentile approach

speed of private cars. This is the speed which is exceeded

by only 15% of cars in dry weather and may be measured

by accepted speed survey methods.

LEGAL

7.1.14 Traffic signs and road markings are provided in accordance with

signs regulations or directions of the Minister of Transport. They

may be laid only by or on behalf of the Road Authority. Markings

with the prefix RRM or RPC are regulatory road markings, and

attention is drawn to the statutory requirement for the Road

Authority to consult with the Commissioner or appropriate

delegated officer in the Garda Síochána where such markings are

being provided. Markings with the M prefix have no regulatory

significance.

7.1.15 Some road markings indicate a legal requirement (for example the

transverse Stop Line, or longitudinal parking restriction markings)

and may be accompanied by regulatory signing as specified in

Chapter 5.

MATERIALS

7.1.16 The specifications for road markings, including materials,

equipment and methods of application, are detailed in the

Transport Infrastructure Ireland publication CC-SPW-01200

Specification for Road Works Series 1200 - Traffic Signs and Road

Markings

, to which the provision of road markings should

conform.

7.1.17 The colour of road markings shall be white, unless otherwise

stated in the Manual.

Transport Infrastructure Ireland. DN-GEO-03031, Road Link Design (formerly

NRA TD 9)

. Part of the TII Design Manual for Roads and Bridges. TII, Dublin.

Transport Infrastructure Ireland. CC-SPW-01200, Specification for Road Works

- Series 1200 - Traffic Signs and Road Markings. Part of the TII Specification for

Road Works. TII, Dublin.

August 2019 7/9

7.2 Transverse Markings

7.2.1 The prescribed transverse markings comprise:

• Stop Line;

• Tram Stop Line;

• Yield Line; and

• No Entry Line.

STOP LINE (RRM 017)

7.2.2 A 200mm wide Stop Line, RRM 017 indicates the position in

advance of which a vehicle must be brought to a complete halt. At

signals for level crossings or for swing or lifting bridges, the Stop

Line shall be 300mm wide (see Section 7.15).

RRM 017 – Stop Line

† Note: A special width of 300mm shall be used for Stop Lines at

level crossings and swing or lifting bridges.

Junction Stop Line

7.2.3 The marking consists of a single continuous line 200mm in width

(RRM 017) and should be supplemented by a Stop Sign (RUS 027,

see Chapter 5). Where a road joins a national road, a Stop Line

and Sign should normally be used. Section 7.11 gives examples

of the use of the Stop Line and associated road markings at priority

junctions.

7.2.4 The edge of the Stop Line nearest to the major road should not be

closer than 600mm to the line of the back of the paved area of the

major road. Only in limited circumstances should it be sited

elsewhere and then it must be sited so as to halt a driver where

visibility is best.

7.2.5 On a two-way road the Stop Line should always be accompanied

by a Continuous Centre Line, RRM 001, extending longitudinally

back from the junction. In normal circumstances this should

extend for 20m from the Stop Line, but this may be reduced to a

minimum of 8m as site conditions require. On roads less than

5.3m width only, the centre line marking may be reduced to 2m.

7.2.6 The STOP worded marking, M 114, may be used to increase

conspicuity, as described in Section 7.5. Where used it should

have letters of height either 1600mm or 2800mm; the larger size

is recommended for use on high-speed approaches.

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Traffic Signal Stop Line

7.2.7 At traffic signals the Stop Line is a single continuous line 200mm

in width (RRM 017). At signals for level crossings or swing or lifting

bridges the line is 300mm wide.

7.2.8 At traffic signals, including pedestrian signals, the Stop Line is

normally located 1m to 2m before the nearside primary signal, but

site conditions may necessitate variations to this distance. Section

7.12 gives examples of the use of the Stop Line at signal-controlled

junctions, Section 7.15 at level crossings and Section 7.16 at

pedestrian crossings. See also Chapter 9.

Figure 7.1: Stop Line at Signalled Controlled junction

Advance Cycle STOP Lines

7.2.9 Where there is a need to assist cyclists in establishing their

position in advance of other traffic at a signal-controlled Stop Line

(for example, to facilitate safer right-turn manoeuvres), an

Advanced Stop Line may be provided. They shall not be used at

level crossings or standalone signal-controlled crossings for

pedestrians, cyclists or equestrians.

7.2.10 Vehicles other than cycles must stop at the first line when signalled

to do so. A cycle track must be provided to enable cyclists to enter

the reservoir lawfully: i.e. without crossing the first Stop Line. The

area between stop lines across the full width of the approach is

available for cyclists to wait at the red light. This area and the

approach lane may be highlighted using coloured surfacing. Both

Stop Lines shall be 200mm wide.

7.2.11 For guidance on the design and layout of cycle facilities refer to

Department of Transport

guidelines for cycling facilities.

August 2019 7/11

TRAM STOP LINE (RRM 031)

7.2.12 The Tram Stop Line, RRM 031, indicates the point beyond which

a light rail vehicle shall not proceed when stopping in compliance

with the appropriate regulatory sign or traffic signal (see Chapters

5 and 9).

RRM 031 – Tram Stop Line

YIELD LINE (RRM 018)

7.2.13 The Yield Line marking, RRM 018, imposes a requirement on all

approaching traffic to yield to conflicting traffic. The edge of the

transverse line nearest to the major road should not be closer than

600mm to the line of the back of the paved area of the major road.

RRM 018 – YIELD Line

7.2.14 The marking generally consists of a 200mm wide broken line

comprising 1000mm marks and 1000mm gaps. Where the width

of the approach lane is not sufficient to display this pattern,

segments of 500mm marks and 500mm gaps may be used

instead. This dimension is also used at Zebra pedestrian

crossings, where it forms part of marking RPC 001 (see Section

7.16). The 100mm wide, 300mm segment and gap is reserved for

cycle track yield lines, where it is designated as marking RRM

018C (see Section 7.8).

7.2.15 The Yield Line should normally be supplemented by the Yield Sign

(RUS 026, see Chapter 5) at priority-controlled junctions. On

national roads the Yield Sign must always accompany the Yield

Line. The Yield Sign is not required to accompany the Cycle Yield

Line, RRM 018C.

7.2.16 On two-way roads, the marking generally extends to the centre of

the carriageway of the minor road. On a one-way road it is carried

August 2019 7/12

across the whole width of the minor road. The precise location of

the marking nearest to the major road in relation to the edge of the

major road is governed by the same considerations as pertain to

the Stop Line. At junctions, the Yield Line is normally

accompanied by one or more Triangular Yield Markings, M 115

(see Sections 7.5 and 7.11).

7.2.17 On two-way roads, the Yield Line should be accompanied by a

Continuous Centre Line, RRM 001, extending longitudinally back

from the junction for a minimum distance of 20m from the Yield

Line but this may be reduced to a minimum of 8m as site conditions

require. On roads less than 5.3m width only, the centre line

marking may be reduced to 2m.

7.2.18 Section 7.11 gives examples of the use of the Yield Line at priority

junctions.

NO ENTRY LINE (RRM 019)

7.2.19 The No Entry Line, RRM 019, indicates to drivers the point beyond

which entry is prohibited. It also indicates the position at which a

driver emerging from a one-way street must yield to conflicting

traffic. The marking consists of one continuous line and one

broken line comprising 1000mm marks and 1000mm gaps. The

lines are 200mm wide and are spaced 300mm apart. It should be

accompanied by No Entry and either Stop or Yield Signs. Its use

is illustrated in Section 7.11.

RRM 019 – No Entry Line

Priority Junctions

7.2.20 The marking shall extend across the entire width of a one-way

road. The precise location of the continuous marking nearest to

the major road is governed by the same considerations as the Stop

Line.

7.2.21 The No Entry Line must be accompanied by the regulatory signs

defined in Chapter 5: i.e. No Entry Signs (RUS 050) on both sides

of a one-way road at its junction with an intersecting road and No

Left Turn and No Right Turn Signs (RUS 013 and RUS 012) on the

approaches to the junction on the intersecting road.

7.2.22 The No Entry Line shall not be used at locations where an

exemption to the No Entry Sign exists: i.e. where the No Straight

Ahead Sign (RUS 011) is used with exemption plates (see Chapter

5).

August 2019 7/13

Roundabouts

7.2.23 The No Entry Line is also used at the entry arms of roundabouts,

to indicate the location at which traffic approaching the roundabout

shall yield to traffic on the circulating carriageway. This is

illustrated in greater detail in Section 7.13, and in Chapter 10.

7.2.24 When used at roundabouts, they shall be supplemented by Yield

(RUS 026) and/or Mini-roundabout (RUS 049) upright signs as

described in Chapter 5, and may also be accompanied by Yield

triangle markings, M 115, in each approach lane. Depending upon

site conditions, No Entry signs (RUS 050) may be provided to

prevent circulating traffic from turning the wrong way into an

approach road.

One-Way Systems and Dual Carriageways

7.2.25 When the major road is one-way or a dual carriageway, Lane

Indication Arrows (as described in Section 7.5) should be used on

the major road instead of No Entry Lines to provide clear

indications of traffic direction to traffic emerging from the minor

road (see Figure 7.2). No Entry signs may still be provided as

appropriate.

August 2019 7/14

(a) Road Markings at the Junction of Two One-Way Roads

(b) Road Markings Where a Two-Way Road Meets a One-Way

Figure 7.2: Markings at Typical Priority Junctions

Note:

See to Chapter 5 for upright sign requirements.

August 2019 7/15

Figure 7.2(a):

Longitudinal Line

Offset from

Surfacing Joint

7.3 Longitudinal Markings

7.3.1 The benefits to be gained from the use of lane, centre and edge of

carriageway lines in both urban and rural areas cannot be

emphasised enough. By guiding and confining traffic to its correct

lane, the lines have an important bearing on safety, besides

ensuring that all the available carriageway space is used to its

maximum capacity.

7.3.2 Drivers need to be able to detect guidance markings at a distance

equivalent to a minimum of two seconds of travel time. If the

visibility is less than this, drivers tend to adjust too late when the

road changes direction. They run too close to the centre line on

left hand bends, or too close to the road edge on right hand bends.

The higher the prevailing traffic speed, the greater the visibility

distance required to maintain this two-second ‘preview’ time. If it

is not provided, drivers tend to miss the curve, or proceed in a

series of staggers.

7.3.3 A variety of factors influence the visibility distance of road

markings. It is increased when a line is wider, has a higher line-

to-gap ratio or has a higher coefficient of retroreflective luminance.

For the purpose of determining the size of marking to be used,

reference should be made to the ‘speed’ of traffic, which should be

determined as described in Section 7.1.

7.3.4 In general, for any given road configuration there will be alternative

dimensions prescribed for centre, lane and edge lines: one for

traffic speeds of 60km/h or less (predominantly urban areas), the

other for speeds greater than 60km/h (predominantly rural areas).

Special cases such as motorways are noted in the relevant

sections.

7.3.5 Where the traffic speed (for the purposes of determining which size

of marking should be used) varies along a route, resulting in a

mixture of marking sizes along that road, judgement should be

exercised to select the more appropriate marking size to adopt for

consistency along its length.

7.3.6 Longitudinal lines should be formed of full multiples of the line

module length; use of segments of line module lengths should be

avoided. Where continuous longitudinal lines are used, it is

permitted to incorporate ‘drainage gaps’ as required to prevent

surface water ponding. These gaps should be no longer than

100mm and may be spaced at intervals of not less than 2m.

7.3.7 Longitudinal lines laid on road pavement joints are not durable. For

that reason, when roads are being surfaced, longitudinal joints in

surfacing should be offset from the locations at which centre, edge

and lane lines are to be placed, as shown in Fig 7.2(a) Longitudinal

Line Offset from Surfacing Joint

August 2019 7/16

RRM 001:

Continuous Single

Centre Line

CENTRE LINE MARKINGS

7.3.8 The centre line markings described in this Section should be used

on single-carriageway roads to separate traffic travelling in

opposite directions.

7.3.9 A centre line marking (and the centre of a Double Line system) is

usually positioned on the geometric centre of the carriageway;

however, they may be laid off-centre in certain situations, such as

where parking is provided along one side, and on roads with an

additional lane in one direction (e.g. a bus, cycle or climbing lane).

7.3.10 The visibility distances used in selecting the appropriate type of

centre line marking are stated in Table 7.3. It should be noted that

for short interruptions to visibility it does not automatically follow

that a more restrictive centre line type must be used. Judgement

should be used but, in general, a short obstruction to visibility

occurring over a distance of no more than one third of the length

W-S in Table 7.3(a) may be disregarded.

7.3.11 The minimum length of a stretch of centre line marking of any one

type should be W - S in Table 7.3(a), except where otherwise

stated in this Chapter (see 7.3.18 iii for example)

7.3.12 On roads of 6.0m or more in width, centre line markings should be

provided. Broken Centre Lines, RRM 002A or B, may be provided

where forward visibility is considered adequate for drivers to

observe and react to oncoming vehicles. Where forward visibility

is limited, for example on bends, humps or dips, the centre line

markings should be Warning Lines, RRM 002C or D, or

Continuous Lines RRM 001, as appropriate.

7.3.13 Centre line markings on two-lane roads on which the speed is

80km/h or less should generally be 100mm wide. On roads with a

speed in excess of 80km/h 150mm wide centre line markings

should generally be used; however, for rural roads of national

classification, centre line markings should generally be 150mm

wide, regardless of the speed. It is important that Lane Lines, RRM

003, which separate traffic travelling in the same direction, should

not be mistaken by drivers for centre line markings, which separate

traffic travelling in opposite directions. Consequently, on multi-lane

roads a 150mm wide centre line marking should be used.

Narrow Roads

7.3.14 On narrow roads, over-running of the carriageway edge causing

maintenance problems can occur if centre line markings are

provided. Drivers might also expect a road marked with a centre

line to be wide enough for opposing lanes of traffic to pass.

Therefore, on roads less than 5.0m width, centre line markings

should be omitted. For widths between 5.0m and 6.0m, provision

of a centre line marking is optional. In general, well-aligned roads

wider than 5.5m should be provided with a centre line marking;

poorly-aligned roads below 5.5m width should not, and judgement

should be used in intermediate cases. Section 7.3.54 provides

guidance on the use of Edge Lines where provision of a centre line

marking is not feasible.

7.3.15 Use of a Double Line System (as described in 7.3.28) should

generally be avoided on roads less than 6.0m wide

August 2019 7/17

Broken Centre Line (RRM 002A and B)

7.3.16 Two alternative dimensions for Broken Centre Lines are

prescribed. The standard modules (the combination of one

segment and one gap) are 12m (RRM 002A) and 6m (RRM 002B),

and their use is specified in Table 7.1.

Table 7.1: Broken Centre Line RRM 002 A and B

Speed

(km/h)

Marking Line

Length

(mm)

Gap

Length

(mm)

Line

Width

(mm)

Stud

Spacing

(mm)

> 80 RRM 002A 3000 9000 See

paragraph

7.3.13

See

Section

7.10

≤ 80 RRM 002B 3000 3000

7.3.17 In certain circumstances Broken Centre Line, RRM 002A or B

should be replaced by Warning Centre Line, RRM 002C or D (see

following paragraphs), or Continuous Centre Line, RRM 001, or

Double Line System.

12 metre Module

RRM 002A

6 metre Module

RRM 002B

RRM 002:

Broken Centre

Line

August 2019 7/18

Warning Centre Line (RRM 002 C and D)

7.3.18 As described earlier in this Section, the prominence of longitudinal

markings can be enhanced by increasing the line-to-gap ratio.

Where forward visibility is restricted, or on the approach to some

other hazard (e.g. a roundabout or other junction), the centre line

marking may be replaced with Warning Lines (RRM 002C or D).

7.3.19 Warning Centre Lines should be used in the following situations:

i. on bends and crests where forward visibility is restricted to

less than the distance recommended for use of Broken Centre

Line, but still exceeds the visibility criteria for Continuous Line.

Table 7.3 gives the visibility distances S and W (for specific

speed ranges) between which Warning Centre Lines should

normally be provided;

ii. where it is necessary to highlight the presence of a road

junction, central refuge, level crossing or other hazard and

Continuous Lines are not being provided;

iii. at rural junctions where Continuous Line markings are not

being provided. A minimum length of seven marks of Warning

Centre Line should be provided on each major road approach;

and

iv. on the approach to a Continuous Line to give advance

warning.

For cases i, ii and iv above, the minimum length of Warning Centre

Line should be W - S stated in Table 7.3(a).

7.3.20 Two patterns of Warning Line are prescribed. The standard

modules (the combination of one segment and one gap) are 6m

(RRM 002C) and 4m (RRM 002D), and their use is specified in

Table 7.2.

Table 7.2: Size of Centre Line Warning Marking RRM 002 C and D

Speed

(km/h)

Marking Line

Length

(mm)

Gap

Length

(mm)

Line Width

(mm)

Stud

Spacing

(mm)

> 80 RRM 002C 4000 2000

See

paragraph

7.3.13

See

Section

7.10

≤ 80 RRM 002D 3000 1000

7.3.21 Overuse of the marking should be avoided. Its use where not

justified will devalue its effect. Particular care should be taken in

urban areas where there might be a temptation to use it

extensively.

4 metre Module

RRM 002D

RRM 002:

Warning Centre

Line

6 metre Module

RRM 002C

August 2019 7/19

Continuous Centre Line (RRM 001)

7.3.23 Where crossing of the centre line is to be prohibited, the

longitudinal marking should be a Continuous Centre Line (RRM

001). Where the visibility distance is less than the value of S (Table

7.3), use of a Continuous Centre Line should be considered.

However, see 7.3.14 for guidance on narrow roads below 6.0m

width.

7.3.24 It should be noted that where the visibility standards are not

satisfied, it does not automatically follow that continuous lines

must be laid down. Judgement should be exercised in deciding

whether, having regard to the width, alignment and traffic

characteristics of the route, it is reasonable to impose the

restrictions or whether Warning Centre Line should be used

instead. Use of Warning Centre Line instead of Continuous Line

may be considered on narrow or poorly aligned roads that are low

speed, low volume, or carry significant volumes of slow-moving

traffic (such as agricultural vehicles, cyclists and pedestrians). The

wide variability in driving conditions on such roads is often not

adequately catered for by precise marking of overtaking and non-

overtaking sections. Provision of a Warning Centre Line may

sometimes be preferable, allowing the driver flexibility to decide

whether or not the prevailing traffic conditions permit safe crossing

of the centreline.

7.3.25 Continuous Centre Line should be provided on the approach to a

hazard located on the centre of the road, such as a physical island,

a bollard or a ghost island sheltering a right-turn lane. The length

should be no shorter than W - S stated in Table 7.3(a) and, in the

case of a ghost island right-turn lane, the length should normally

be measured to the direct taper of the right-turn lane (not to the

commencement of the hatching).

7.3.26 It should be noted that drivers may cross a Continuous Line

(whether a single line RRM 001 or one that is part of a Double Line

System) to enter or leave land or premises on the right-hand side

of the road. It is not necessary, therefore, to break the line at such

locations. However, a Continuous Line should generally be broken

across a junction by provision of five marks of RRM 003C line.

7.3.27 Overuse of the Continuous Centre Line marking should be

avoided.

It is important that it is not used where the appropriate

criteria are not satisfied, otherwise it will lose the respect of drivers

In urban areas the centre line of the road is frequently crossed by

drivers and, for that reason, a Continuous Centrelines should not

generally be used in urban areas.

Roundabouts

7.3.28 A Single Continuous Line, RRM 001, should also be provided

adjacent to the central island of a roundabout (see Section 7.13).

August 2019 7/20

Double Line System

7.3.29 The Double Line System consists of two lines separated by a gap.

Any of the three types of centre line markings (Broken, Warning or

Continuous), may be used together to form a Double Line System.

It permits each direction of travel to be separately marked

according to the visibility available and is for use on rural roads of

sufficient width (see 7.3.15) on which the visibility would warrant a

different centre line marking in each direction of travel. The

standard of visibility justifying the lengths of lines is strictly

governed by the speeds of vehicles on the road. Table 7.3 sets

out the visibility criteria for various speed ranges. Figure 7.2(b)

shows examples of Double Line Systems and in the case of a

system composed of two broken lines, the markings of the

constituent lines should be co-ordinated as shown.

7.3.30 Sections of Double Line System formed of lines of the same type

should not generally be longer than distance W – S stated in Table

7.3(a).

7.3.31 The width of the gap between lines forming a Double Line System

should be a minimum of 100mm wide but should generally be the

same width as each line comprising the double line system. The

distance between the two markings may be increased to 1200mm

in certain circumstances, accompanied by hatching as described

in 7.3.34 to 7.3.35.

Figure 7.2(b):

Double Line System

August 2019 7/21

Table 7.3: Visibility Requirements

Visibility Distance

(m)

Minimum

Line Length

(m)

Speed

(km/h)

Continuous

Line

Warning

Line

W – S

≤ 50 85

145 60

51 – 60 105

175 70

61 – 70 125 205 80

71 – 85 145 245 100

> 85 175 290 115

Notes:

Visibility distance is measured from an eye height of 1.05m above

the centre of the carriageway to a target at the same height on the

centre of the carriageway;

The line type indicated in the table is to be provided when visibility is

less than the relevant Visibility Distance;

The distance W - S is to be used as:

a. the minimum length of a Continuous Line, Warning Line or

Broken Line in a direction of travel;

b. the minimum length of a Double Line System;

c. the maximum length of a section of Double Line System formed

of lines of the same type.

Use of Continuous Centre Line within an urban area should be

avoided.

7.3.32 Where a section of road forms a link between two sections of

Continuous Centre Lines and this would result in a length of

Warning Line of less than the length W - S stated in Table 7.3,

Continuous Lines should be provided throughout.

Design of Centre Road Markings

7.3.33 A site visit should always be made when designing road markings,

and designs should not be based solely on plans and longitudinal

sections. During the preliminary marking out it will be possible to

pin-point obstructions to sight lines on bends (e.g. bushes,

hedges, banks, etc.). These should be removed where practicable

and the prohibitory line terminals rechecked before lines are

painted. Marking-out should be done while hedges are in full

foliage. In addition, during the marking out operations special note

should be taken of the existence of bus stops or other facilities

which would tend to cause vehicles to stop on sections of road with

continuous white lines. Between marking out and commencement

date, every effort should be made to have them relocated outside

the section.

7.3.34 The visibility distances used in the design should be based on the

traffic speeds as set out in Section 7.1.

Table 7.3(a): Line Length

August 2019 7/22

Bends and Crests

7.3.35 On sharp bends where a Double Line System is to be provided,

the lines can be splayed to form a type of central ‘ghost’ island with

a maximum overall outside width of 1.2m, provided there is ample

room on either side to enable vehicles to negotiate the bend. The

area between the lines must be hatched with inclined 200mm wide

lines generally at 2.0m spacings but no greater than 3.0m spacings

(M 104): see Figure 7

.3. Abrupt changes to lane alignment, resulting

from too sharp a taper rate, should be avoided.

7.3.36 A crest may be treated in a similar way as a horizontal bend.

Where a Double Line System is to be provided, the lines may be

opened out at an inclination not exceeding 1 in 50 as they

approach the point of minimum visibility (often not the highest

point) to attain a maximum overall outside width of 1.2m.

Figure 7.3: Hatching on Bend within Double Line System (M 104)

August 2019 7/23

Exceptional Use of Double Centre Lines

7.3.37 In exceptional circumstances, with the consent of the Overseeing

Organisation, the Double Line System may be used even though

the visibility conditions in both directions are better than the

relevant distances in Table 7.3. Such circumstances might include

markings carried out in conjunction with traffic calming measures,

or to separate opposing traffic flows on three or four-lane single

carriageway roads.

CLIMBING / OVERTAKING LANES

7.3.38 Where a climbing lane is provided on a single carriageway road,

the three-lane climbing / overtaking section should be marked with

a Lane Line, RRM 003 (100mm wide), separating the two uphill

lanes and a Double Line System separating the uphill lanes from

the downhill lane. The Double Line System should feature a

Continuous Line, RRM 001, for uphill traffic in all cases, and either

a Continuous Line or a Warning Line for downhill traffic, depending

on visibility. A Broken Line, RRM 002A or RRM 002B, should not

be used for downhill traffic.

7.3.39 To avoid frequent changes of pattern on long hills, or for safety

reasons, the designer may use a downhill Continuous Line even

where the visibility criterion for a Warning Line is satisfied.

However, the use of a prohibitory line on long, straight sections

should be avoided if possible.

7.3.40 The markings at the start of the climbing lane should be designed

to encourage uphill drivers to keep to the left-hand lane unless

overtaking.

7.3.41 The hatched area preceding the commencement of a climbing

lane shall be formed by Diagonal Hatch markings (RRM 021, see

Section 7.4) bounded on either side by Continuous Lines (RRM

001), as shown in Figure 7.4.

7.3.42 Typical layouts for the markings at the ends of a climbing lane are

indicated in Figures 7.4 and 7.5. For guidance on the provision of

climbing lanes see Transport Infrastructure Ireland Standard DN-

GEO-03031

Transport Infrastructure Ireland. TII DN-GEO-03031, Road Link Design. Part of

the TII Design Manual for Roads and Bridges. TII, Dublin.

M104

Ghost Island at

Crest

August 2019 7/24

Figure 7.4: Longitudinal Lining for a Climbing Lane

Start of

Climbing

Lane

End of

Climbing

Lane

August 2019 7/25

RIGHT-TURN LANES

7.3.43 For guidance on the provision of markings for right turn lanes on

single and dual carriageways, see Section 7.11.

PASSING LANES ON TYPE 3 DUAL CARRIAGEWAYS

7.3.44 For guidance on the provision of markings at the ends of passing

lanes on Type 3 Dual Carriageways, see Transport Infrastructure

Ireland Standard

DN-GEO-03031

Transport Infrastructure Ireland. TII DN-GEO-03031, Road Link Design. Part of

the TII Design Manual for Roads and Bridges. TII, Dublin.

Figure 7.5:

Double Line System Between Two Climbing Lanes on a Crest or Sag

August 2019 7/26

LANE LINES (RRM 003)

7.3.45 Lane Lines, RRM 003, (lane guidance markings) are used to divide

the carriageway into two or more lanes for traffic travelling in the

same direction. Their use can ensure that available carriageway

space is used to its maximum. In helping vehicles to maintain a

consistent lateral position, they also offer safety benefits and

should be used wherever possible.

7.3.46 Two alternative longitudinal dimensions for lane guidance lines are

prescribed. The standard modules (the combination of one

segment and one gap) are 12 metres (RRM 003A) and 4 metres

(RRM 003B). The 12-metre module is the default lane guidance

marking for all roads.

7.3.47 It is important that lane guidance markings, which separate traffic

travelling in the same direction, should not be mistaken by drivers

for centre line markings, which separate traffic travelling in

opposite directions. Consequently, on climbing or passing lanes

on single-carriageway roads the narrower line width should be

used for lane guidance markings, and the wider width for centre

lines. On dual carriageways and motorways, the 100mm Lane

Line width is usually sufficient, but where greater conspicuity is

required (for example where it is important that drivers stay in lane

through an intersection) the 150mm width may be used.

7.3.48 The 4-metre module is used on multi-lane approaches to

signalised and priority junctions, roundabouts, level crossings or

other hazards. A minimum of 5 markings should be provided on

roads subject to a speed limit up to 50km/h, and 7 markings on

roads with a greater speed limit.

7.3.49 The 4-metre module should also be used to delineate the edge of

speed change lanes on the approaches to junctions (for example,

a segregated right-turn lane). On motorways and high-speed dual

carriageways, the edge of a merge or diverge lane shall be

delineated with the 250mm wide Merge/Diverge Lane Line, RRM

028, described on the next page.

7.3.50 In certain situations, it may be necessary to provide Lane Lines

which cross the path of conflicting traffic flows. This situation can

occur for example on the circulating carriageway of a signalled

roundabout or within the controlled area of a signal-controlled

junction. In these instances, RRM 003C as described in Section

7.13 may be used.

12 metre module

RRM 003A

4 metre Module

RRM 003B

RRM 003: Lane Lines

August 2019 7/27

MERGE/DIVERGE LANE LINE (RRM 028)

7.3.51 On motorways and high-speed dual carriageways, the boundary

between a merge or diverge lane and the rest of the carriageway

should be delineated with a Merge/Diverge Lane Line, RRM 028.

This consists of a 250mm wide broken marking with 2m long lines

and 2m gaps. Unidirectional green road studs should be laid at

8m centres along the marking (see Section 7.10).

7.3.52 The Merge/Diverge Lane Line should be marked from the start of

a diverge lane (see Figure 7.7). A bifurcation arrow (M102) should

be provided to highlight the presence of the diverge lane, and a

short gap may be provided in the line and studs to accommodate

the head of the diverge arrow. Chevron markings are normally

required at merges and diverges in addition to Merge/Diverge

Lane Lines (see Sections 7.4 and 7.14). Layouts of the signs and

markings at typical junctions incorporating merges and diverges

are illustrated in Chapter 10.

7.3.53 For extended diverge situations, for example at a diverge lane-

drop, this marking is used to segregate the nearside lane(s) from

the ahead lanes. The marking should commence at the first

Advance Direction Sign (ADS), normally 1km in advance of the

diverge point. However, in the case of an auxiliary merge/diverge,

the marking should span between the merge and diverge points.

Figure 7.7:

Start of Diverge Lane Marking

Diverge Lane Marking discontinued when the gap is

100m max in length or 2.5m from the taper.

RRM 028:

Merge/Diverge

Lane Line

August 2019 7/28

EDGE OF CARRIAGEWAY LINES (RRM 025, RRM 026 & RRM 027)

7.3.54 The standard Broken Edge of Carriageway Line consists of a 2m

mark, 2m gap in yellow (RRM 025). A continuous yellow line, RRM

026, is used exclusively on motorways to indicate that trafficking

of the shoulder is not permitted. On the offside edge of motorways

and dual carriageways a continuous white line, RRM 027, shall be

used (See also paragraph 7.3.59). Table 7.4 gives guidance for

the provision of Edge of Carriageway lines.

7.3.55 On rural single carriageway roads, the Broken Edge of

Carriageway Line, RRM 025, is recommended to delineate the

edge of the roadway. It should also be used to delineate the

boundary between the traffic lane and hard shoulder where

provided.

7.3.56 On narrow rural roads where it is not practicable to provide centre

lines (for example, where the carriageway is less than 5.0m in

width) consideration should be given to the laying of Broken Edge

of Carriageway Lines to give drivers a visual indication of the road

alignment. Paragraph 7.3.13 discusses this in greater detail.

7.3.57 The width of the marking depends upon the type of road. In

general, on single carriageway roads, the width of the edge line

should match that of the centre line. The guidance provided in

7.3.13 relating to width of centre line markings, should also be

used for Edge of Carriageway Line width. A 100mm line width is

generally sufficient on narrow roads on which a centre line is not

being provided. On motorways and dual carriageways and

national roads the 150mm width must always be used.

Table 7.4: Provision of Edge of Carriageway Lines

Road Width / Type Rural Urban

< 5.0m Optional No

5.0 – 6.5m Optional Not generally

> 6.5m Recommended Not generally

4-lane Yes

Not generally if kerbed.

Yes otherwise.

Dual carriageway/Motorway Yes Yes

Broken and Continuous

Edge of Carriageway Lines

RRM 025 RRM 026 RRM 027

August 2019 7/29

RAISED PROFILE EDGE MARKINGS

7.3.58 Raised profile markings consist of a continuous line marking with

ribs across the line at regular intervals. The vertical edges of the

raised ribs stand clear of the water film in wet conditions, improving

retroreflective performance under headlight illumination. The ribs

also provide an audible vibratory warning to drivers should they

stray from the carriageway and run onto the marking.

7.3.59 Two types of Raised Profile Edge Marking are specified: Type M

for use on motorways and high-quality dual carriageways

(including slip roads) and Type A for use on all other roads, where

the more aggressive rib of the Type M marking would have an

unacceptable effect on cyclists and pedestrians.

Motorways and High-Quality Dual Carriageways

7.3.60 On motorways and high-quality dual carriageways, raised profile

markings Type M to the dimensions shown in Figure 7.8 shall be

used to form the continuous edge of carriageway markings (RRM

026 and RRM 027) including hatch boundary lines (RRM 021).

7.3.61 The base marking shall be no more than 6mm high. The up-stand

of the ribs above the base marking must not exceed 11mm. The

500mm spacing is suitable for most edge lines laid on the main

carriageway, and for continuous boundary lines to hatched areas

(RRM 021). The 250mm spacing is recommended for use on slip

roads, where the closer spacing helps to maintain the rumble

effect, offsetting the likely lower speed. The colour of the markings

shall be either white or yellow as appropriate.

Other Roads

7.3.62 On roads other than motorways and high-quality dual

carriageways, raised profile lines Type A to the dimensions shown

in Figure 7.8 may be used in the following circumstances:

a) Continuous lines indicating the offside edge of carriageway

on a dual carriageway (RRM 027);

b) Continuous bounding line of a diagonal hatched area (RRM

021); and

c) Continuous bounding lines of a chevron hatched area (RRM

021), when used between main carriageway and slip road,

or between bifurcating or converging carriageways (but not

at a roundabout).

7.3.63 The base marking shall be no more than 6mm high. The upstand

of the ribs above the base marking must not exceed 8mm.

7.3.64 Where reflecting road studs are provided as part of a raised profile

marking, the studs may be offset on the trafficked side of the

marking as described in Section 7.10 to provide additional audible

warning to drivers, to facilitate easier maintenance and renewal of

the markings, and to ensure self-cleaning of the studs from over-

running. However, before this arrangement is applied, regard

should be had to the minimum clear lane width as detailed in the

TII design standards.

Figure 7.8:

Raised Profile

Edge Markings

Motorways – Type M

Other Roads – Type

August 2019 7/30

7.3.65 Raised profile markings should not be laid where the noise

produced by over-running vehicles is likely to cause annoyance to

residents. Nor should they be used where pedestrians and cyclists

cross the road (e.g. at refuges) or at other places where cyclists

are likely to cross them. In such cases, a plain edge line should be

used instead.

7.3.66 When raised profile markings are renewed, care must be taken to

ensure that the rib height is not increased above the maximum

recommended height.

Figure 7.9:

Centre, Lane and Edge Markings for Rural Roads (>60km/h)

August 2019 7/31

Figure 7.10:

Centre, Lane and Edge Markings for Urban Roads (≤60km/h)

NOTE: Studs are not normally provided when street lighting is present

August 2019 7/32

Figure 7.11:

Centre, Lane and Edge Markings for Dual Carriageways and Motorways (> 60km/h)

August 2019 7/33

7.4 Hatched Markings

7.4.1 Hatched markings (RRM 021) consist of two elements – the

bounding line or lines, which may be Continuous or broken, and

the hatching itself. Hatched markings may be bounded by a

Continuous Line (RRM 001) where entry to the hatched area is

prohibited or by a Warning Line (RRM 002C or D) where entry is

not prohibited. Applications include:

a) the immediate approaches to channelising and central

reserve islands;

b) indication of a reduction in road width ahead;

c) at locations where the road geometry may preclude the

construction of physical islands due to likely over-running by

certain vehicle classes; and

d) other areas which drivers should not enter unless it is safe

to do so.

7.4.2 Boundary line widths and the width and spacing of the hatch lines

are dependent upon the type of road and the speed of traffic.

Specific types of marking exist for motorways and high-speed dual

carriageways, and for other roads. Table 7.5 summarises the

alternative dimensions to be used for given speeds and road types.

However, if this results in a mixture of sizes along a discrete route,

engineering judgement should be exercised to determine the

predominant size to be adopted for the route.

Table 7.5 Dimensions of Hatched Markings

Road / Layout Speed

(km/h)

Boundary

Line

Width

(mm)

Diagonal

Line Width

(mm)

Chevron

Line Width

(mm)

Spacing of

Hatch Lines

(mm)

Single or Dual

Carriageway

≤ 60

100 150 200

3000

(6000) †

See Figures

7.16 & 7.17

61 – 100 150 200 500

2000

(4000) †

See Figure

7.18

High Quality Dual

Carriageway or

Motorway

100 – 120 150 500 1000

2000

(4000) *

See Figures

7.13 & 7.14

Widened Central

Reserve

All 150 200 - 4000

See Figure

7.12

Climbing Lanes and

Right-Turn Lanes (See

Section 7.3)

All 150 200 -

2000

(4000) †

See Figures

7.4 & 7.15

† The larger dimensions for hatch spacing may be used when bounded by Warning Lines.

* The larger spacing is for use at central reserve widening.

7.4.3 Where hatched markings are used to separate traffic travelling in

opposite directions, or to deflect traffic from a stationary feature,

diagonal hatch lines shall be used. Where the marking is used to

separate streams of traffic travelling in the same direction chevron

hatch lines are used. With both diagonal and chevron hatched

markings, care must be taken to ensure that the direction of the

hatch relative to the direction of travel of adjacent vehicles is such

as to present a series of transverse lines to vehicles straying into

the hatched area.

August 2019 7/34

MOTORWAYS AND HIGH-QUALITY DUAL CARRIAGEWAYS

7.4.4 White chevron markings (RRM 021) are the most common hatch

marking on motorways and high-quality dual carriageways, and

are used to divide traffic travelling in the same direction: for

example, at the nosings of merge and diverge lanes. The chevron

hatch line shall have a width of 1000mm at 2m spacing and shall

be bounded by continuous white lines 150mm wide (see Figure

7.14).

7.4.5 Diagonal hatch markings (RRM 021) on motorways and high-

quality dual carriageways will only be appropriate adjacent to the

central reserve in the case of a lane drop, or exceptionally on the

hard shoulder, and shall consist of 500mm wide markings at 2m

spacing (see Figure 7.13).

7.4.6 The boundaries of such diagonal hatched areas shall be

consistent with the prescribed edge markings for the type of road,

as described in Section 7.3. Where hatching is required on the

offside of a motorway or high-quality dual carriageway (for

example at a lane drop – see Figures 7.13 and 7.21), a 150mm

continuous white marking (RRM 027) shall be used to bound the

hatching, and the bounding line and hatching shall be white.

Raised rib markings should be used (on the bounding line only) in

such circumstances.

7.4.7 On high speed dual carriageways, the boundary for diagonal

hatching on the nearside of the carriageway shall be delineated by

a 150mm wide broken yellow marking consisting of a 2m segment

and 2m gap (RRM 025), and the hatching shall be yellow (Figure

7.13). If in exceptional circumstances hatching is required on the

nearside of a motorway, yellow hatching and continuous boundary

lines (RRM 026) shall be used.

7.4.8 Where a paved central reserve is widened in order to provide the

required stopping sight distance, diagonal hatching should be

provided on the widened reserve. In this location the bounding line

shall be a Continuous White Edge Line (RRM 027) and the

hatching shall be white lines at 4000mm spacing. After each group

of four hatch lines, a gap of 12m may be provided before the next

hatching (see Figure 7.12).

Figure 7.12:

Diagonal Hatched Marking for Use on Widened Central Reserves

August 2019 7/35

Chevron Markings for Diverging and Merging Traffic on Motorways and High-Quality Dual

Carriageways

Figure 7.14: (RRM 021)

Diagonal Hatched Marking for Use on Offside of Motorways and High-Quality Dual

Carriageways

Figure 7.13: (RRM 021)

Diagonal Hatched Marking for Use on Nearside of High-Quality Dual Carriageways

August 2019 7/36

OTHER ROADS

7.4.9 On single carriageway roads the diagonal hatch is most common;

it is used to separate streams of traffic travelling in opposite

directions. Chevron hatching is used to segregate traffic travelling

in the same direction (for example at splitter islands on one-way

streets). Dimensions of hatched markings are given in Table 7.5.

7.4.10 Hatch lines shall be the same colour as the boundary lines; in most

cases, therefore, hatching will be white. In circumstances where

hatching is bounded by yellow edge lines (such as localised

narrowing on the left side of the carriageway) the hatching shall be

yellow (see Figure 7.19).

7.4.11 It is permitted to use different boundary line types on either side of

a hatched area where appropriate. Figure 7.15 gives an example

of how this could be applied in the vicinity of a short length right

turn lane, where queuing right turning vehicles could impede

straight ahead traffic. It would be acceptable for right turning traffic

to enter the hatched area if the right turn pocket is full, but it would

not be permitted for oncoming traffic to cross into the hatching.

7.4.12 Where there is a large area of hatching bounded by a Warning

Line, the spacing between hatch marks may be increased to the

bracketed dimension shown in Table 7.5.

7.4.13 Figures 7.16 to 7.18 provide a visual guide of which hatching

should be used by road type, and Figures 7.19 and 7.20 illustrate

the application of hatching in various scenarios.

Figure 7.15:

Use of Different

Boundary Lines at a

Limited-length Right

Turn Pocket

August 2019 7/37

Figure 7.16: (RRM 021)

Hatched and Chevron Markings for Roads

≤ 60km/h

(Continuous Boundary Lines)

August 2019 7/38

Figure 7.17:

Hatched and Chevron Markings for Roads

≤ 60km/h

(Warning Lines)

August 2019 7/39

Note: For hatch dimensions see Table 7.5.

Figure 7.18: (RRM 021)

Hatch and Chevron Markings for Roads

other than Motorways and High-Quality Dual

Carriageways (>60 km/h)

August 2019 7/40

Figure 7.21:

Example of

Motorway Lane

Reduction Markings

Note:

For hatch dimensions see Table 7.5.

Figure 7.20:

Hatched Markings

on the Approach to a

Central Island or

Refuge

Figure 7.19:

Hatched Marking on

Nearside of

Carriageway

on Roads other than

Motorways and High-

Quality Duals

August 2019 7/41

M 114:

Worded STOP

Marking

M 115:

Triangular Yield

Marking

7.5 Worded and Diagrammatic Markings

7.5.1 Various worded markings are prescribed. Some augment

kerbside signs, others indicate areas of the carriageway intended

for a particular function (e.g. Loading), for classes of vehicle (e.g.

Bus), or to be kept clear (e.g. School). The markings are generally

white, but certain diagrams are yellow in colour as indicated.

7.5.2 The basic characters for the capitals, numerals and the

apostrophe are from the Transport Medium Alphabet, elongated to

compensate for foreshortening. There are two standard alphabet

sizes, 1600mm and 2800mm (see Appendix 7A). However, some

worded markings such as ‘TAXIS’, ‘SCOIL’, etc. do not require

such compensation, and therefore use the ‘base font’ of the

Transport Medium Alphabet, scaled to give the overall height

indicated in the various figures.

STOP (M 114)

7.5.3 The worded STOP marking (M 114) may only be used to

supplement the transverse Stop Line (RRM 017) or No Entry Line

(RRM 019) when used at a road junction in conjunction with the

Stop Sign (RUS 027). It must not be used in any other

circumstances, such as at signal-controlled stop lines. The

wording shall be formed from the letters detailed in Appendix 7A;

the height may be 1600mm or 2800mm; the larger size is

recommended for use on high-speed approaches.

TRIANGULAR YIELD MARKING (M 115)

7.5.4 The hollow triangular YIELD marking (M 115) may only be used at

junctions when a transverse Yield Line (RRM 018) or No Entry Line

(RRM 019) is provided and may be accompanied by a Yield Sign

(RUS 026) or Mini-Roundabout Sign (RUS 049). It must not be

used elsewhere.

7.5.5 Where triangular markings are used they should be positioned

approximately in the centre of the traffic lane. Where the approach

to the junction is divided into two or more lanes, a triangular

marking should be provided in each lane.

7.5.6 At the end of a one-way street, triangular YIELD markings should

be laid in each lane to give visual emphasis to drivers of the one-

way operation. This is shown in Figure 7.37 (see Section 7.11).

Worded NO ENTRY markings should not be used.

7.5.7 The Stop and Yield markings should normally be located 2.1m to

2.75m from the associated transverse marking, but exceptionally

this distance may be increased to a maximum of 15m depending

on the visibility at the junction, its layout, and the speed of traffic

on the minor road.

August 2019 7/42

M 106:

SLOW marking

SLOW (M 106)

7.5.8 The worded SLOW marking (M 106) may be used to supplement

a warning sign on the approach to a hazard or road junction. The

marking may be composed of either the 1600mm or 2800mm

lettering: the larger size is recommended for use on high-speed

approaches.

7.5.9 Discretion should be exercised in the use of this marking, to ensure

that its impact is not reduced by proliferation. At particularly

hazardous situations, for example on the approach to a bend at

the end of a long straight section of high-speed road, the marking

may be repeated, with its location related to travel time in a similar

method to that described for deflection arrows in Paragraph

7.5.23.

7.5.10 The location of the marking will depend on the nature of the

hazard. In general, it should be located sufficiently far back to

enable a driver travelling at the normal speed of the road to reduce

speed in time to negotiate the hazard in safety. In some instances,

it may be possible to make use of a change in vertical grade to

position the marking for increased conspicuity.

LOOK LEFT/RIGHT (M 107L/R)

7.5.11 The worded LOOK LEFT and LOOK RIGHT markings (M 107L and

M 107R) are generally intended to warn pedestrians of

approaching vehicular traffic at locations where traffic may be

approaching from an unexpected direction, such as on a one-way

street or between channelising islands. The marking consists of

the words LOOK LEFT or LOOK RIGHT (FÉACH AR CHLÉ or

FÉACH AR DHEIS respectively may be used as an alternative)

painted on the carriageway in 300mm white letters, accompanied

by a white arrow pointing in the relevant direction. It is usually

provided at sites where pedestrians are encouraged to cross.

M 107: LOOK LEFT/RIGHT Marking

Permitted

Variants:

1. The wording shall be LOOK

LEFT, LOOK RIGHT, or

FÉACH AR CHLÉ, FÉACH

AR DHEIS.

August 2019 7/43

ARROWS

Lane Indication Arrows (RRM 004 to RRM 006, M 124 to M 126)

7.5.12 Figures 7.24 and 7.25 illustrate the two-Lane Indication Arrow

types prescribed for use. Generally, with speeds of 60km/h or

less, the arrow types shown in Figure 7.24 should be used. On

faster roads the 5m arrows shown in Figure 7.25 are more

appropriate.

7.5.13 On the approaches to junctions, Lane Indication Arrows may be

used to give drivers advance indication of the correct lane to take.

This is particularly important on the approaches to busy multi-lane

junctions. Traffic must proceed in the direction of the arrow

provided. However, careful judgement is needed to ensure that

such markings are not used inappropriately, as this can reduce the

flexibility of lane usage.

7.5.14 Normally two-Lane Indication Arrows should be used in sequence

in each lane, occasionally three. The one nearest the junction

should be between 15m and 25m from the Stop Line or entrance

to the junction. For speeds of up to 60km/h the second arrow

should be 30m to 50m further back from the first and a third arrow,

if used, should be 30m to 50m back from the second. At speeds

greater than 60km/h, these distances may be increased to the

equivalent of 3 seconds travel time. The direction of each arrow

head may be varied to suit the circumstances, but no more than

two directions may be shown on any one arrow stalk.

7.5.15 On two lane approaches to a junction the arrangement of arrows

indicating the lanes for straight ahead, left-turn and right-turn will

depend on the relative traffic volumes making the movements and

on the site conditions. Where, for instance, there is a very heavy

right turn movement, the straight ahead and left-turn arrows should

be combined in the nearside lane. Similarly, where there is a left

filter arrow in a traffic signal installation, the filter lane should be

marked by the left arrow marking alone in order to exclude non-

filtering traffic.

7.5.16 Lane Indication Arrows may also be used to clarify the direction of

traffic, for example at junctions with dual carriageways and one-

way streets, as described in Section 7.2. However, care should

be taken to avoid imposing conflicting requirements on the driver

by the provision of inconsistent lane indication arrows and, in

particular, side-by-side ahead and right-turn arrows should not be

provided in the same lane on the approach to a junction

August 2019 7/44

Figure 7.24:

Lane Indication Arrows (≤ 60km/h)

Bifurcation Arrows (M 102)

RRM 005 M 124 RRM 004 M 125 RRM 006 M 126

Figure 7.25:

Lane Indication Arrows (> 60km/h)

RRM 005 M 124 RRM 004 M 125 RRM 006 M 126

August 2019 7/45

7.5.17 Bifurcation Arrows (M 102) should be provided at the

commencement of deceleration lanes, and at the commencement

of flares leading to dedicated turning lanes on the approaches to

junctions.

7.5.18 Bifurcation Arrows serve to guide vehicles into the deceleration

lane near its commencement ensuring that the full length of the

lane is used to slow down for the junction without impeding through

vehicles on the main carriageway.

7.5.19 The marking may be transposed to suit right turn movements into

deceleration lanes in the central reserve of dual carriageways and

dedicated right turn lanes on other roads.

7.5.20 Three sizes of Bifurcation Arrow are prescribed. The 16m arrow

is generally used on motorways and high-speed dual carriageway

roads, while the 8m arrow is for use on lesser roads. A 32m long

bifurcation arrow (derived by doubling the longitudinal dimensions

only of the 16m arrow) may be used in exceptional circumstances.

M 102: Bifurcation Arrows

Permitted

Variants:

1. The layout may be reversed to show

diverge to the right.

2. The larger arrow may be 32m long.

August 2019 7/46

M 100 & M 101:

Deflection Arrows

Deflection Arrows (M 100 and M 101)

7.5.21 Deflection arrows (M 100 and M 101) may only be used:

i. Where there is a lane loss, e.g. end of a climbing lane or

start of a bus lane.

ii. In advance of a central hatched area, e.g. start of a climbing

lane or a right turn lane.

7.5.22 The size of the Deflection Arrow is determined by the speed of the

road. The 6m long marking is generally used for speeds of 60km/h

or less and the 9m marking is used on higher speed roads,

although it can also be used where greater emphasis is required.

7.5.23 The Deflection Arrow is positioned at 1 sec (28m @100km/h) in

advance of the end of the lane or Continuous line, a second arrow

is positioned at 2 sec (56m @ 100km/h) travel time in advance of

the first arrow and a third arrow, if required, is positioned a further

2 sec travel time in advance of the second arrow.

7.5.24 The use of the Deflection Arrows is described in Sections 7.3 and

7.7. Although these are non-regulatory markings, it must be

stressed that they should not be used in circumstances other than

those described in the relevant sections. In particular, they should

not be used for the purposes of providing advance warning of a

bend

Two-Lane Arrows (M 103)

7.5.25 At the start of either a passing lane section on a Type 3 Dual

Carriageway road or a climbing lane on a single carriageway road,

a Two-Lane Arrow, M103, may be provided to indicate that

vehicles may now overtake

M 103 Two-Lane Arrow

August 2019 7/47

LANE DESTINATION MARKINGS (M 105)

7.5.26 Worded Lane Destination Markings (M 105), repeating the route

information shown on Advance Direction Signs, may, with

advantage, be marked on the carriageway on the approaches to

heavily trafficked junctions. The 1600mm elongated font shown in

Appendix 7A should be used. Lane Destination Markings will

normally be used in conjunction with the 3.6m Lane Indication

Arrows, as at speeds greater than 60km/h the legends would not

be readable. Besides indicating the correct lane to take, the

markings also provide drivers with a useful supplementary

indication to the Advance Direction Sign in the event of the latter

being obstructed by tall vehicles.

7.5.27 For clarity, and avoidance of large areas of thermoplastic material

on carriageways, it is recommended that only route numbers be

marked in this way. To increase legibility on multi-lane

approaches, the destinations may optionally be staggered.

7.5.28 The provision of Lane Destination Markings should normally

commence as far back from the junction as the longest peak hour

traffic queues, unless intervening junctions would lead to

confusion. They may be repeated at intervals between this point

and the associated Stop or Yield Line, in accordance with

Paragraph 7.5.14, but in locations where heavy congestion is

common the distance between successive markings may be

reduced to less than 15m.

7.5.29 Lane Destination Markings are also available to show Airport (M

127) or Ferry Port (M 128) destinations. The larger size for the

airport symbol is for use on motorways and high-quality dual

carriageways.

Figure 7.30:

Markings Indicating

the Start of a Bus

Lane

M 127 (4800 x 2400)

Airport Symbol

M 127 (2400x 2400)

Airport Symbol

August 2019 7/48

M 105:

Typical Lane Destination Markings

Permitted Variant:

The road numbers, arrows,

symbols and text may be varied

as required.

Note: Lane Indication Arrows and Ferry and Airport Symbols also shown.

August 2019 7/49

SCHOOL KEEP CLEAR MARKING (RRM 010)

7.5.30 The School Keep Clear Marking (RRM 010) consists of the word

“SCOIL” painted on the carriageway in 700mm yellow letters with

a zigzag pattern of yellow lines, the overall length of which should

not be less than 14.6m (1¼ zigzag markings each side of the

SCOIL wording). The overall length of the marking may be

increased by increments of 6m by the addition of a complete

zigzag pattern on each side of the marking (i.e. overall lengths of

14.6m, 20.6m, 26.6m, 32.6m and 38.6m) up to a maximum length

of 38.6m. A vehicle may not stop or park where this marking is

provided.

7.5.31 The length of the marking needs to be restricted to one which

drivers will respect. Where a Road Authority wishes to lay a

marking with an overall length greater than the maximum 38.6m,

e.g. where the marking is to extend across two entrances which

are wide apart, then two markings of any of the standard lengths

may be joined together, omitting the transverse bars at the join to

form one continuous marking.

7.5.32 Where two separate markings (either single or double as

described above) are required to be laid in close proximity for

school entrances on the same side of a length of road, a clear

space of at least 7m must be left between the markings.

7.5.33 The marking should not normally be placed on both sides of the

road but only the side on which the school entrance is situated.

7.5.34 The markings should not be laid in the controlled areas on the

approaches to pedestrian crossings.

7.5.35 It is not intended that the markings be used outside all schools, but

only where there is a clear need for them because of the hazard

to school children due to parked vehicles.

RRM 010: School Keep Clear Marking

August 2019 7/50

M 121:

School Warden Crossing Patrol Point Marking

Figure 7.26:

Combination of RRM 010 and M 121 Markings

SCHOOL WARDEN CROSSING PATROL POINT (M 121)

7.5.36 Where it is required to indicate the location of a School Warden

Crossing Patrol Point, marking M 121 may be provided.

7.5.37 It is possible that markings M 121 will be used in the vicinity of

RRM 010, School Keep Clear. Figure 7.26 illustrates how the two

markings may be incorporated in such circumstances.

August 2019 7/51

SPEED MARKINGS (M 108)

7.5.38 An indication of the mandatory speed limit may be placed on the

carriageway using the marking M 108. The marking may be varied

to suit the speed limit in force. This marking must not be used to

indicate a cautionary speed.

7.5.39 The marking may be used where a speed limit changes, or in

conjunction with upright repeater signs. It should only be used in

situations where it is necessary to reinforce the upright signing for

reasons of safety, such as the entrance to a village or where an

unexpected reduction in speed limit occurs.

7.5.40 The size of the marking should be appropriate to the approach

speed of traffic, the larger marking being used where approaching

traffic is subject to a speed limit of greater than 50km/h.

M 108:

Speed Markings

Permitted Variant:

Speed may be 30, 50, 60, 80 or

100km/h.

August 2019 7/52

EMERGENCY TELEPHONE AND CHAINAGE MARKINGS (M 120)

7.5.41 On motorways and high-speed dual carriageways, it may be

desirable to provide an indication of the direction to the nearest

emergency telephone. Additionally, chainage markings can aid

the identification of the precise location. This is especially useful

in the event of emergency incidents.

7.5.42 Marking M 120 may be provided on the hard shoulder at intervals

of 100m. The figures indicate the road number, the direction of

travel of that carriageway and the chainage (in the example, the

marking is on Route 4, Northbound carriageway, at chainage

267.5km), and the arrow points in the direction of the nearest

emergency telephone. See Chainage Marker Plates in Chapter 4.

7.5.43 To avoid confusion when providing this information to the

emergency services, it is recommended that the chainage for each

carriageway be measured from the same end of the road

M 120:

Chainage and Emergency Telephone Marking

Permitted Variants:

1. The chainage, direction, and orientation of the arrow may be

varied as required.

2. The telephone symbol and arrow may be omitted on non-

motorway locations or elsewhere where emergency

telephones are not provided.

August 2019 7/53

RRM 007

and

RRM 008:

Parking Restriction

Markings

7.6 Parking Restrictions and Parking Bays

PARKING RESTRICTIONS

7.6.1 Yellow lines at the edge of the carriageway are used to define the

extent of parking prohibitions or restrictions. Where appropriate,

the lines must be supplemented by the regulatory signs described

in Chapter 5.

Parking Restrictions – Single Yellow Line (RRM 007)

7.6.2 A continuous Single Yellow Line (RRM 007) indicates that parking

of vehicles is prohibited or restricted at certain times on that side

of the road. The line shall be 100mm wide extending along the

edge of a roadway and situated approximately 150mm to 300mm

from that edge.

7.6.3 The prohibition or restriction, e.g. the times and days, must be

displayed on signs as described in Chapter 5.

Parking Restrictions - Double Yellow Line (RRM 008)

7.6.4 A continuous Double Yellow Line (RRM 008) indicates that parking

of vehicles is prohibited at any time on that side of the road. The

line shall consist of two parallel continuous yellow lines

approximately 100mm apart extending along the edge of a

roadway, each line being approximately 100mm wide and the line

nearest the edge of the roadway being situated approximately

150mm to 300mm from that edge.

7.6.5 There is no requirement to provide upright signs to supplement this

marking. However, it should be noted that if the double yellow line

is laid to reinforce the standard prohibition on stopping within 5m

of a road junction, this may lead to misinterpretation that loading is

generally permitted.

August 2019 7/54

RRM 016:

Parallel Parking Bays: Alternative with No Individual Bays

RRM 011:

Parallel Parking Bays: Individual

RRM 012:

Parallel Parking Bays: Individual with Buffer Zones

PARKING BAYS

7.6.6 Five patterns of parking bay marking are prescribed, three to

indicate the limits for parallel parking, one for perpendicular

parking and one for angled parking bays. All of these markings

may be used outside or inside controlled parking zones. The

markings consist of 50mm wide white lines in all cases.

Parallel Parking (RRM 011, RRM 012 and RRM 016)

7.6.7 Three types of marking are prescribed for parallel parking:

• Individual parking bays, RRM 011;

• Individual parking bays with buffer zones, RRM 012; and

• Continuous parking not marked into individual bays, RRM

016.

7.6.8 In all cases, two continuous terminal markings 100mm apart

indicate the limits of the length of road reserved for vehicle parking.

A single continuous transverse line should be used to mark the

ends of individual parking spaces (RRM 011 and RRM 012).

Where individual bays are not demarcated (RRM 016) a

continuous longitudinal line marks the outer edge of the parking

area. Where appropriate, parking signs (RUS 018 and/or RUS

019) should be mounted at the kerbside to indicate the extents and

periods during which parking is permitted and/or prohibited.

August 2019 7/55

RRM 013:

Perpendicular Parking Bay Markings

RRM 014:

Angled Parking Bay Markings

Perpendicular and Angled Parking (RRM 013 and RRM 014)

7.6.9 The markings for Perpendicular Parking (RRM 013) and Angled

Parking (RRM 014) differ only in the angle of the markings to the

kerb. Individual parking bays are marked, at an angle to the kerb

which may be varied from about 30 to 90 degrees according to the

width of road available. It should be noted that the width of each

bay (2400mm) is non-prescriptive and is given as a preferred bay

width.

Permitted Variant:

The width of parking bays may be varied to

suit specific site conditions.

Disabled Persons’ Parking (RRM 015)

7.6.10 Parallel, angled or perpendicular Disabled Persons’ Parking Bays

may be provided in isolation, or as part of a series of parallel,

angled or perpendicular parking bays. The dimensions of disabled

persons’ bays are shown in Figure 7.27, together with examples

of how the markings may be incorporated with adjacent parking

bays.

7.6.11 Care should be taken to ensure that adequate space is provided

between a disabled persons’ parking bay and adjacent parking

bays to permit a wheelchair to be manoeuvred safely. It is

recommended that buffer zones be provided as shown to permit

easy access. Note that when two or more disabled persons’

parking bays abut, the buffer zone between them can be shared.

7.6.12 Disabled persons’ parking bays shall be indicated by the Disabled

Persons’ Parking Bay Symbol, RRM 015, marked in white and

located on the outer edge of each bay, and may be accompanied

by the upright Disabled Persons’ Parking information sign (F 205

– see Chapter 4). The bays may also have blue surfacing applied

within the limits of the bay, but this should not be extended into the

adjacent carriageway or any buffer zones. The provision of

dropped kerbs should also be considered to enhance accessibility.

RRM 015:

Disabled Persons’

Parking Bay Symbol

August 2019 7/56

Figure 7.27: Typical Examples of Disabled Persons’ Parking Bays

TAXI STAND (RRM 029)

7.6.13 A Taxi Stand is indicated by the markings to RRM 029 shown

below. The lines forming the taxi stand shall be white and 100mm

wide. The wording ‘TAXIS’ shall appear at least once in each

stand, repeated at intervals of not more than 4m, and shall be

parallel to the kerb and facing towards the centre of the roadway.

The terminal points of the taxi stand shall be indicated by double

broken markings consisting of 600mm lines and 600mm gaps

perpendicular to the kerb.

RRM 029:

Taxi Stand Markings

August 2019 7/57

LOADING BAY (RRM 009)

7.6.14 A Loading Bay is indicated by the markings to RRM 009 shown

below. The lines forming the loading bay shall be white and

100mm wide. The wording ‘LOADING’ shall appear at least once

in each loading bay but shall be repeated on bays greater than

10m in length and shall be parallel to the kerb and facing towards

the centre of the roadway. The terminal points of the loading area

shall be indicated by double continuous lines perpendicular to the

kerb.

ELECTRIC VEHICLE RECHARGING BAY (RRM 034)

7.6.15 An Electric Vehicle Recharging Bay is indicated by road marking

RRM 034, marked in white and located on the outer edge of each

bay and should be accompanied by the upright Electric Vehicle

Parking Bay regulatory sign (RUS 020a – see Chapter 5). The

bays may also have green surfacing applied within the limits of the

bay, but this should not be extended into the adjacent carriageway

or any buffer zones.

7.6.16 Parallel, angled or perpendicular Electric Vehicle Recharging Bays

may be provided in isolation, or as part of a series of parallel,

angled or perpendicular parking bays. The dimensions of such

bays are shown in Figure 7.27, together with examples of how the

markings may be incorporated with adjacent parking bays.

RRM 009:

Loading Bay Markings

RRM 034:

Electric Vehicle Recharging Bay Markings

August 2019 7/58

Figure 7.28:

Clearance at Bus Stop Required for Parallel Docking (12m Rigid Bus)

RRM 030:

Bus Stop Markings

7.7 Bus and Tram Markings

BUS STOP (RRM 030)

7.7.1 Bus Stop Markings, RRM 030, shall only be used to indicate the

location of a bus stop, where they supplement a kerbside upright

Bus Stop Sign (RUS 031), or to indicate the location of a bus stand.

They indicate the area within which vehicles other than buses may

not stop or park.

7.7.2 It is important that buses should be able to dock parallel to and

close to the kerb, to assist passengers, particularly those with a

mobility handicap, to board and alight with ease. This can

frequently be made difficult, especially in urban areas, by a variety

of factors, some of which may be overcome by careful design.

7.7.3 The major factor in achieving parallel docking at a bus stop is the

entry and exit distance required. At a typical roadside bus stop, a

conventional 12m European standard bus requires a minimum

overall clearance of 37m of unimpeded access (see Figure 7.28);

an articulated bus needs 49m. Vehicles parked or loading

adjacent to the bus stop can result in buses failing to achieve

parallel docking or having to stop too far from the kerb, requiring

passengers to step into the carriageway to board and alight.

August 2019 7/59

Figure 7.29:

Bus Stop Marking at a Bus Boarder

7.7.4 The extent of the bus bay marking should, therefore, be

determined after careful consideration of the site, including

demands for kerbside parking and loading activities. It is

suggested that the parking and loading restrictions adjacent to bus

stops should be reviewed to ensure that the bus stop is accessible

to buses throughout their operating period.

7.7.5 There are instances where site conditions make a short Bus Stop

Marking acceptable, for example where a bus boarder has been

constructed to minimise the impact of the bus stop on frontage

parking (see Figure 7.29). In these cases, the bus bay marking

should be no shorter than the length of the bus type that uses it

(12m in the case of a standard bus).

August 2019 7/60

Figure 7.30:

Markings Indicating

the Start of a Bus Lane

BUS LANES

7.7.6 Bus lanes may be either ‘with-flow’ or ‘contra-flow’, and the

markings used in each case are described in the following

paragraphs. The associated regulatory signs are shown in

Chapter 5.

7.7.7 The edge(s) of the bus lane that segregate(s) it from lanes of

general traffic shall be marked by a continuous white Bus Lane

Line, part of RRM 024, which shall be 250mm wide.

With-Flow Bus Lanes

7.7.8 A 250mm wide Broken Bus Lane Line, M 129, shall be laid from

the kerb to the start of the full width lane to deflect other traffic from

the bus lane (see Figure 7.30). The taper at which the line is laid

should not normally exceed 1:10, but in exceptional cases may be

reduced to 1:5.

7.7.9 Where general traffic has to be deflected to the right, Right

Deflection Arrows, M 101, shall be provided on the nearside lane

about 15m and 30m in advance of the start of the bus lane.

7.7.10 Where a bus lane commences just beyond a junction, adequate

length should be left for the taper to commence at the junction so

that the inclined line does not extend across the junction mouth.

7.7.11 The legend LÁNA BUS, part of RRM 024, shall be marked on the

carriageway across the lane close to its start and repeated after

each junction. Where junctions are more than 300m apart this

legend should be repeated between junctions at approximately

150m intervals.

7.7.12 Where a side road joins on the nearside of the road, the

Continuous Bus Lane Line, part of RRM 024, should be

discontinued across the junction or, if required, replaced with a

Broken Bus Lane Line, M 129, across the junction.

7.7.13 Beyond each junction carrying emerging traffic, a curved Broken

Bus Lane Line, M 129, should be provided across the bus lane to

continue the line of a normal left-turn out of the side road (see

Figure 7.32).

7.7.14 The Continuous Bus Lane Line should end in advance of any

junction with a major left-turning flow, to allow traffic to position

itself correctly on the carriageway. The continuous line should be

replaced by a Broken Bus Lane Line with a double-headed Bus

Lane Ends Arrow variant, M 130L, placed to inform motorists that

it is permissible to enter the bus lane prior to making the left-turn.

7.7.15 At the end of a bus lane, a double-headed Bus Lane Ends Arrow,

M 130, should be provided to indicate that the nearside lane may

be used by all traffic. In cases where the nearside lane is restricted

to left turning traffic, the left-turn variant M 130L should be used.

If the offside lane becomes a right-turn only lane, the right turn

variant M 130R should be used.

August 2019 7/61

M 101:

Right Deflection Arrow

Part of RRM 024:

Continuous

Bus Lane Line

M 129:

Broken

Bus Lane Line

Part of RRM 024:

Worded LÁNA BUS

Marking

Figure 7.31:

Yellow Box Markings at

the End of a Bus Lane

7.7.16 In cases where obstruction by other traffic makes it difficult for

buses to re-enter the general traffic stream at the end of a bus

lane, Yellow Box Markings (RRM 020) may be provided as shown

in Figure 7.31 (see also Section 7.9).

7.7.17 A composite sketch showing typical treatment for a with-flow bus

lane is shown in Figure 7.32.

20m

max

August 2019 7/62

M 130:

Double-headed

Bus Lane Ends Arrow

M 130L M 130R

Left and Right Turn Variants of

Bus Lane Ends Arrow

August 2019 7/63

Figure 7.32:

Typical Road Markings for a With-Flow Bus Lane

August 2019 7/64

Figure 7.33:

LÁNA BUS Worded Markings

Used in a Contra-flow Bus Lane at a Junction

Contra-flow Bus Lanes

7.7.18 The road markings are as described for with-flow bus lanes, with

a continuous Bus Lane Line, part of RRM 024, separating the bus

lane from other lanes. However, additional ‘LÁNA BUS’ worded

markings, together with Directional Arrows, RRM 004, should be

provided in such locations that they are readable by road users

travelling in the direction of general traffic or joining from side roads

(see Figure 7.33).

7.7.19 Physical separation is advisable between the contra-flow bus lane

and general traffic. This can either be a continuous kerbed Island

or pedestrian refuges at appropriate intervals. While ensuring that

other vehicles do not enter the lane, this may introduce potential

difficulties, such as:

• Causing pavement rutting if the lane is narrow; and

• Creating difficulties for buses having to take avoiding

action in emergency or breakdown.

7.7.20 At the beginning of a contra-flow bus lane, a No Straight

Ahead sign (RUS 011) should be used with Supplementary

Plate P 050, Except Buses (see Chapter 5).

7.7.21 Contra–flow bus lanes should not normally be less than 3.0m wide.

7.7.22 Directional Arrows, RRM 004, or LOOK LEFT/RIGHT Markings, M

107L/R, may be laid at pedestrian crossing points, to warn

pedestrians that traffic may be approaching from both directions.

August 2019 7/65

M 109:

LÁNA TRAM Worded Marking

TRAM LANES

7.7.23 Where trams (Light Rapid Transit vehicles) operate on the

carriageway adjacent to lanes trafficked by other vehicles, the

extent of the tram lane shall be indicated by a 250mm wide

continuous white line or lines (RRM 032), except where this

coincides with the centre line of a roadway between the tram way

and an adjacent traffic lane.

7.7.24 To clarify the area of carriageway used by trams, the ‘LÁNA TRAM’

Worded Marking, M 109, should be laid at appropriate locations,

in the same manner as LÁNA BUS Worded Markings.

RRM 032:

Continuous Tram Lane Boundary Line

August 2019 7/66

7.7.25 Light Rapid Transit vehicles are normally significantly wider than

the tracks on which they run, and the degree of overhang

increases on curves and with tram motion. It is, therefore,

necessary at some locations to indicate the area of the

carriageway which will be occupied by the tram. This area is

referred to as the ‘swept path’.

7.7.26 The tram driver needs to be able to identify whether the tram’s

swept path is clear of vehicles. In some places, the swept path

can be indicated by the Tram Lane Line, RRM 032, or Yellow Box

Markings, RRM 020. However, these markings could cause

confusion to other drivers at some locations, such as junctions and

sharp curves. The Swept Path Marking, M 110, is available for

use in such circumstances. The marking consists of round or

square yellow marks of between 55mm and 100mm diameter or

width, spaced at 1.5m intervals. The markings need to be

positioned on or just outside the edge of the swept path; close

liaison with the light rail operator will be required to ensure that the

swept path envelope is accurately delineated.

M 110:

Light Rail Swept Path Marking

August 2019 7/67

7.8 Cycle Tracks

7.8.1 The markings prescribed for use in cycle tracks are:

• Cycle Track Edge Line, RRM 022:

• Cycle Track Broken Edge Line, RRM 023:

• Cycle Track Yield Line, RRM 018C;

• Cycle Track Triangular Yield Marking, M 115C

• Cycle Track Direction Arrows, M 117, M 118, M 119;

• Cycle Symbol, M 116; and

• Pedestrian Symbol, M 111.

7.8.2 Cycle track markings may be used in conjunction with other road

markings and should be accompanied by the regulatory signs

specified in Chapter 5.

7.8.3 Cycle track markings are white, and some are smaller versions of

markings used for general traffic. These include 1800mm long

direction arrows (M 117, M 118 and M 119) and reduced-scale

Broken Edge Line (RRM 023) and Yield (RRM 018C and M 115C)

markings. These markings are used when specific cycle facilities

have been provided. See also the Advanced Cycle Stop Line

described in Section 7.2.

WITH-FLOW CYCLE TRACKS

7.8.4 Where a cycle track is marked on the nearside of the carriageway,

the outer edge should be indicated by a continuous white Cycle

Track Edge Line, RRM 022, 100mm wide (150mm on roads with

traffic speeds greater than 60km/h). Other vehicles are prohibited

from crossing the line. If the cycle track is only operative during

certain periods, or where it is necessary for general traffic to cross

the boundary of the cycle track (for example, across a priority

junction or on the approach to an Advanced Cycle Stop Line), a

Cycle Track Broken Edge Line, RRM 023, should be used on

either side.

7.8.5 The Cycle Symbol, M 116, should be marked on the carriageway

across the cycle track at its commencement and repeated after

each junction. The symbol, which is available in two sizes, should

be repeated at intervals and may be supplemented by a Direction

Arrow, M 118. The Cycle Track Broken Edge Line, RRM 023,

consisting of a 100mm (or 150mm) wide broken marking with

750mm lines and 750mm gaps, should be laid from the kerb to the

start of the full width cycle track to deflect other traffic from the

cycle track.

7.8.6 One or two Right Deflection Arrows, M 101, should be provided on

the approach to the start of a cycle track, except in the case of a

short ‘feeder’ lane leading to an Advance Stop Line.

August 2019 7/68

M 116 – Cycle Symbol

RRM 022

Edge Line

RRM 023

Broken Edge

Line

RRM 018C

Cycle Track Yield Line

M115C

Cycle Track Yield

Marking

M 111 – Pedestrian

Symbol

M 117 M 118 M 119

Cycle Track Direction Arrows

August 2019 7/69

7.8.7 Where a cycle track is marked on a rural road with no hard

shoulder and no street lighting, it is recommended that the yellow

bi-directional studs that would normally be located on the edge

marking (RRM 025) should instead be located on the trafficked

side of the cycle track marking (RRM 022), approximately 25mm

to 50mm from the line.

CONTRA-FLOW CYCLE TRACKS

7.8.8 A contra-flow cycle track may be designated on a road which is

one-way to all other traffic. These shall be designed such that

cyclists using the track observe the required rules of the road

(specifically, that they should keep to the left of the carriageway,

whilst oncoming traffic passes to their right).

7.8.9 Generally, there will be physical separation between the cyclists

and oncoming vehicles at the commencement of such a cycle

track, either by refuges, islands or other kerbed features to provide

an entry gate, which may be repeated at intervals. Between such

features, the cycle track shall be segregated from the opposing

traffic lane by a 150mm wide Continuous line RRM 022. In

addition, arrows to M 118 and cycle symbols to M 116 shall be

provided at intervals of not more than 100m, and at any point

where it is necessary to clarify to all road users the direction of the

cycle track.

7.8.10 At junctions, the edge of the cycle track shall be designated by

RRM 023 for that section where general traffic crosses the cycle

track.

7.8.11 Special regulatory signing is required for contra-flow cycle tracks.

This is described in Chapter 5.

7.8.12 Examples of with-flow and contra-flow cycle tracks are shown in

Figure 7.34.

CYCLE TRACKS NOT ON THE CARRIAGEWAY

7.8.13 Where a segregated cycle track is provided on a footway or

footpath, the cycle track may be delineated either by means of a

pair of parallel RRM 022 markings indicating the limits of the cycle

track, or by a single continuous marking RRM 022 indicating the

division of the path into cycle track and footway. The Cycle

Symbol, M 116, should be provided at the commencement of the

cycle track and at intervals along it. The Pedestrian Symbol, M

111, should also be provided on the pedestrian section of the path,

adjacent to the Cycle Symbol.

7.8.14 The use of Cycle Track Direction Arrows (M 117, M 118 and M

119), the Pedestrian Symbol (M 111) and the Cycle Track Yield

Line and Triangle (RRM 018C and M 115C) are discretionary and

should be used to clarify priorities and directions of flow as

appropriate. Similarly, the Cycle Symbol (M 116) may be used in

addition to the specific applications described in Paragraph 7.8.5

to clarify the operation of shared or segregated cycling facilities.

August 2019 7/70

With-flow Cycle Track Contra-Flow Cycle Track

Figure 7.34:

Sample Cycle Track Layouts

August 2019 7/71

7.9 Yellow Box Markings

7.9.1 Yellow Box Markings, RRM 020, are provided to aid traffic flow.

They may be used at road junctions (including roundabouts), at

junctions with tram tracks, at railway level crossings, the exits to

bus lanes, or other locations as deemed appropriate by the road

authority, where blocking back affecting a cross flow is a significant

problem.

7.9.2 The carriageway is marked with yellow lines to form a box

enclosing yellow cross-hatched diagonal lines.

7.9.3 Not all locations are suitable for treatment and it is necessary to

apply certain criteria before deciding whether a particular site

should be marked. The following points would be relevant:

 Yellow boxes are expensive to maintain and should be used

only where other solutions will not work.

 Linked signals can help to keep a junction clear. In addition, it

is possible to provide detectors at a location after a vehicle

passes through a junction. This can pick up ’tailbacks’ from

the next junction and prompt the traffic signals to change thus

preventing obstruction of the junction by vehicles.

 Sometimes a yellow box is not needed at a junction controlled

by signals but is needed at an adjacent junction which does

not have signals and is affected by queues from the signal-

controlled junction.

 The carriageway beyond the yellow box should be free from

obstruction (this may require the imposition of parking

restrictions or the relocation of a bus stop).

 Where a succession of locations gives rise to blocking a series

of yellow boxes may be considered provided at least 20m

storage can be maintained between successive boxes.

 There should preferably not be a high proportion of right

turning vehicles.

7.9.4 The use of half boxes (in which only half the area of the junction is

marked) is appropriate at “T” junctions and other locations where

traffic only blocks back from one direction only.

Layout

7.9.5 The boundaries of a yellow box marking are formed by 200mm

wide continuous yellow lines. Two diagonal lines join opposite

corners, or projected corners, of the box, and lines are then drawn

parallel to each diagonal to form cross-hatched marking in yellow.

The diagonal lines are 150mm wide and spaced 2000mm apart

where the shortest boundary line of the box is 9000mm or less,

and 2500mm apart where the shortest boundary line of the box is

greater than 9000mm. Box junctions should usually have four

straight sides transverse to the traffic flow on the approaches,

although up to 10% of the length of any side may be cut away as

shown in the diagram to accommodate corner kerbs. The overall

shape of the marking and the number of cross hatching lines will

vary to accord with the circumstances at the site.

August 2019 7/72

Special Cases

7.9.6 When used at a railway level crossing, the boundary markings

shall be 300mm wide, and the diagonal markings 200mm wide.

Section 7.15 provides further details.

7.9.7 Where a Light Rapid Transit (LRT) line enters a road used by

general traffic, it may be advantageous to install a yellow box to

maintain free access for the LRT vehicles. In such cases, the

boundary lines of the box may follow the swept path envelope of

the LRT vehicle.

7.9.8 Where there is an identified issue of general traffic blocking the

exit from a bus lane, a yellow box may be laid to provide a facility

for buses to enter the general traffic stream (see also Figure 7.31).

In this circumstance, the diagonal lines shall form an angle of 45º

with the direction of travel.

RRM 020:

Yellow Box Markings

August 2019 7/73

7.10 Reflecting Road Studs

7.10.1 Road studs shall comply with EN Standards and should be of a

type approved for use by Transport Infrastructure Ireland for

national roads, or the Department of Transport for other roads.

7.10.2 In urban speed limit zones, where street lighting is provided, studs

will not generally be necessary. However, in the case of higher

speed urban and rural roads and rural national roads, lit and unlit,

all centre lines, lane lines, edge of carriageway lines and hatching

should have reflecting road studs on the mainline and on all

associated road links such as slips, interchange links and loops.

7.10.3 The standard spacing of studs for various line types are given in

Table 7.6. The following paragraphs provide greater detail on the

types of stud for specific applications and note where special

spacing would be appropriate.

Table 7.6: Road Stud Spacings

Marking Reference

Stud

Colour

Uni/Bi-

directional

Stud

Spacing (m)

Notes

Centre

Line

Continuous

RRM 001

White

See 7.10.4 for

Double Line Systems

See 7.10.7

Broken

RRM 002A

RRM 002B

Warning

RRM 002C

RRM 002D

12/6

Lane

Line

RRM 003A White

Uni

RRM 003B

White /

Green

12/8

See 7.10.6 for stud

colour and spacing

RRM 028

Green

Edge

Line

RRM 025

Yellow Bi / Uni

Bi-directional on

single carriageway;

uni on dual and

ramp.

Green /

Yellow

Single carriageway

junction approach;

See 7.10.9.

Green Uni

Dual carriageway

and ramp junction

approach;

See 7.10.9.

RRM 026

RRM 027

Yellow Uni

Hatched

Markings

RRM 021

White or

Yellow

Uni 12/8/6

See 7.10.11 and

7.10.12

August 2019 7/74

7.10.4 Double Line System. For the standard double line markings,

white reflecting bi-directional studs should be laid centrally

between the lines. If a Double Line System contains a Continuous

Line, the stud spacing should be 6m; it should otherwise be 12m.

Where lines are splayed to enclose a hatched area between them,

the studs should be located in both of the lines, should be uni-

directional, and should be spaced as appropriate to the more

restrictive boundary line type.

7.10.5 Broken Centre Line (RRM 002A and B). White reflecting bi-

directional road studs should be placed centrally within line gaps

at 12m spacing.

7.10.6 Lane Lines (RRM 003A and B). Where lane lines are indicated

white uni-directional studs should be placed centrally within line

gaps at 12m spacings. Where right turn pockets and left turn

deceleration lanes are indicated, green uni-directional studs

should be placed centrally within gaps at 8m spacings (on the left-

hand side only in the case of a right-turn lane).

7.10.7 Warning Lines (RRM 002C and D). White reflecting bi-directional

studs should be placed centrally within line gaps at 12m centres.

However, where Warning Line is used in lieu of extensive sections

of Continuous Line on lower quality rural roads, as described in

7.3.24, studs may be at 6m centres.

7.10.8 Merge/Diverge Lane Lines (RRM 028). Where Merge/Diverge

Lane Lines indicate the division between the nearside lane of a

high-quality dual carriageway or motorway and a merging or

diverging lane, green unidirectional studs should be placed

centrally within line gaps at 8m spacing.

7.10.9 Edge of Carriageway (RRM 025, RRM 026 & RRM 027). Where

studs are provided at the nearside edge of carriageway in

combination with a Broken Edge of Carriageway Line, RRM 025,

they should be yellow, bi-directional (except on dual carriageways,

where uni-directional should be used) and placed centrally within

line gaps at 12m centres.

13 green studs should be provided at 12m centres on RRM025

Edge Lines in advance of junctions (bi-directional green/yellow on

single carriageways; uni-directional green on dual), but not when

they are otherwise provided on adjacent lane lines. In the case of

single carriageways, they should be provided on both approaches

to the junction arm on the side on which the junction is located.

See Figures 7.38 to 7.40. The Continuous Edge of Carriageway

Line, RRM 026 and RRM 027, should have uni-directional yellow

studs at 12m centres.

7.10.10 The studs may be offset from the continuous edge lines RRM 026

and RRM 027 by 25mm on the trafficked side of the marking. This

is especially appropriate when raised profile markings are used,

as the studs provide additional audible warning to drivers of the

edge of carriageway. Offsetting the studs also facilitates easier

maintenance of the road markings, and the increased level of over-

running by traffic contributes to self-cleaning of the lenses.

However, before this arrangement is applied, regard should be

had to the minimum clear lane width as detailed in the TII design

standards.

August 2019 7/75

7.10.11 Hatched markings. Stud provision is determined by the type and

colour of the bounding lines, and the location of the lines.

Continuous boundary markings should be provided with reflecting

uni-directional studs at 6m spacing. On Warning boundary lines,

the spacing should be 12m. If greater conspicuity is required 8m

or 6m spacing may be used for urban and rural roads respectively.

7.10.12 On Motorways and high-quality dual carriageways, yellow uni-

directional studs should be provided at 6m centres on the

boundary to chevron-hatched areas.

Hazard Markers

7.10.13 Where the provision of road studs at the edge of carriageway is

impracticable (for example, on narrow rural roads with thin

pavement), Hazard Markers (W 180) may be provided instead.

These are reflectors mounted on short posts in the verge and are

described in Chapter 6.

August 2019 7/76

Figure 7.35: Example of Priority-Controlled Stop Junction

Note: See Paragraph 7.11.2

7.11 Priority Junctions

7.11.1 Road markings at priority junctions consist of transverse markings

indicating the requirement to stop or yield, together with

associated centre lines and other markings to guide and inform

drivers of the junction layout. In the case of a one-way street, the

No Entry Marking, RRM 019, shall be used.

7.11.2 The edge of the transverse line nearest to the major road should

not be closer than 600mm to the line of the back of the paved area

of the major road. On two-way roads, the Stop or Yield Line, RRM

017 or RRM 018, must be accompanied by a central Single

Continuous Line, RRM 001, normally extending longitudinally back

from the junction for a minimum distance of 20m from the

transverse line, but this may be reduced to 8m as site conditions

require. However, on roads less than 5.3m wide this distance may

be reduced to 2m (see Section 7.2).

7.11.3 Additional markings may be provided on the minor road to

supplement the transverse markings as appropriate. These

include the worded STOP Marking, M 114, and the triangular Yield

Marking, M 115.

7.11.4 On the major road, Warning Lines, RRM 002C or D, may be used

in place of the standard Broken Centre Line, RRM 002A or B, to

emphasise the junction to drivers on the major road.

7.11.5 Figures 7.35 to 7.37 illustrate the layout of some simple junctions.

Figures 7.38 and 7.39 show typical edge line treatments at

junctions where the main road has a hard shoulder.

August 2019 7/77

Figure 7.37: Example of Markings at Mouth of One-way Street

Note: See Paragraph 7.11.2

Figure 7.36: Example of Priority-Controlled Yield Junction

Note: See Paragraph 7.11.2

August 2019 7/78

Figure 7.38:

Permitted Edge Line Arrangements on Approach to a Junction

on an All Purpose Road

(Similar Arrangements on a Single Carriageway)

Note 1: One half of dual carriageway shown.

Note 2: All studs on a dual carriageway shall be uni-directional

August 2019 7/79

Figure 7.39:

Permitted Edge Line Arrangements

Exiting from a Side Road onto an All-Purpose Road

August 2019 7/80

GHOST ISLAND JUNCTIONS

7.11.6 Ghost island junctions are usually provided to afford right-turning

vehicles some protection and assist free flow of major road through

traffic. Detailed guidance for the design and application of these

junctions is contained in TII Standard DN-GEO-03043. Traffic flow

warrants for the provision of ghost island junctions are provided in

the TII design standards

. It is important to have regard to these

warrants when considering the provision of a ghost island. A

typical layout of a ghost island junction is shown in Figure 7.40.

7.11.7 Ghost islands are normally defined by the continuous boundary

marking, which prohibits vehicles from entering the hatched area.

In circumstances where it is considered acceptable for traffic to

enter the hatched area, the broken line boundary marking may be

used (see also Section 7.4).

7.11.8 On single carriageways without hard shoulders, the road is

sometimes widened at a junction to allow nearside passing of a

right-turning vehicle. This should be delineated as shown in Figure

7.41.

RIGHT-TURN JUNCTIONS ON DUAL CARRIAGEWAYS

7.11.9 An example of the road markings required where traffic turns right

across the central reserve of a dual carriageway is shown in Figure

7.42.

Transport Infrastructure Ireland. TII Publications (Standards). TII, Dublin.

August 2019 7/81

Figure 7.40:

Single Carriageway with Ghost Island and High Volume Right Turn Traffic

August 2019 7/82

Figure 7.41:

Single Carriageway with Low Volume Right Turn Traffic

August 2019 7/83

Figure 7.42: Dual Carriageway with Right Turn Lane

August 2019 7/84

7.12 Signal Controlled Junctions

7.12.1 Adequate and proper marking of the approaches to signal-

controlled junctions is essential if the junctions are to operate at

maximum efficiency. The requirements are:

• The Stop Line must be sited as near as practicable to the

intersection, consistent with vehicle and pedestrian needs,

and drivers waiting at the Stop Line must have an

uninterrupted view of at least one traffic signal;

• Lane Lines should be arranged to secure the maximum use

of available carriageway space consistent with adequate

lane width; and

• Drivers need to be given guidance as to the correct lane to

take in good time before reaching the junction.

7.12.2 Figure 7.43 shows the standard road markings at an urban signal-

controlled junction having differing numbers of lanes on each

approach. It shows a typical arrangement of lane and centre of

carriageway markings for a six-lane road subject to a 60km/h

speed limit and a four-lane road subject to a 50km/h speed limit.

Chapter 9 contains details of the traffic signals, and an explanation

of the symbols used. Chapter 9 also includes additional sample

layouts.

Stop Line

7.12.3 The Stop Line, RRM 017, is normally located 2m in advance of the

left-hand side primary signal. It should normally be at right angles

to the centre line of the carriageway, even at skew junctions.

Advanced Cycle Stop Lines may be introduced as appropriate on

some or all of the approaches (see Section 7.2).

Lane Lines and Centre Line

7.12.4 Two patterns of Lane Lines, RRM 003, are used. The normal Lane

Lines (RRM 003A, 12 metre module) change to closer space

markings (RRM 003B, 4 metre module) on the approach to the

signals. A minimum of 5 of the closer markings should be provided

on roads subject to a speed limit of 50km/h, and 7 markings on

roads with a higher speed limit. A Continuous Centre Line, RRM

001, should be provided for at least 20m on the approach to each

Stop Line.

Pedestrian Crossings at Signals

7.12.5 Where pedestrian facilities are provided at a signal-controlled

junction, a pair of Pedestrian Lines, M 131, should be laid across

the carriageway to delineate the place for pedestrians to cross. A

Pedestrian Line consists of a continuous transverse white line

100mm wide (see Section 7.16).

August 2019 7/85

Figure 7.43:

Markings at an Urban Signal-Controlled Junction

Crossing Width

2000 - 2500

M124

RRM

004

60km/h

Speed Limit

RRM 001

RRM 003A

RRM 001

RRM 003B

(min 5 Marks)

RRM 003B

(min 7 Marks)

RRM 017

60km/h

Speed Limit

50m

25m

15m

30m

M 131

August 2019 7/86

7.13 Roundabouts

7.13.1 The most common roundabouts in general use are normal, mini

and urban roundabouts. They are defined as:

• Normal Roundabout: A roundabout having a one-way

circulatory carriageway around a kerbed central island 4m

or more in diameter and usually with flared approaches to

allow multiple vehicle entry; and

• Mini-Roundabout: A roundabout having a one-way

circulatory carriageway around a flush or slightly raised

circular marking less than 4m in diameter and with or without

flared approaches.

• Urban Roundabout (Continental style): A roundabout

having a one-way circulatory carriageway around a kerbed

central island 4m or more in diameter with single lane entry

and a single circulatory lane and tight radii. These

roundabouts are useful in controlling traffic speeds.

7.13.2 Detailed guidance for the geometric design of roundabouts is

contained in DN-GEO-03060

7.13.3 At all roundabouts, the No Entry Line, RRM 019, should be laid at

each entry and should connect the splitter island to the nearside

edge. The No Entry Line should follow approximately the line of

the inscribed circle in order to maintain visibility from each

approach lane. In general, Lane Indication Arrows should not be

used as they have legal effect and restrict flexibility of lane use for

variable traffic conditions.

7.13.4 It is important to provide adequate vehicular deflections through

the roundabout. Where raised traffic deflection islands are

provided to achieve such deflection, the vertical surfaces may be

painted in alternate black and amber bands 300mm in length to

improve their conspicuity.

NORMAL ROUNDABOUTS

7.13.5 The No Entry Line shall be used on every entry. The lines shall be

200mm wide and should be accompanied by a Triangular Yield

Markings, M 115, as described in Section 7.5. Figure 7.44 shows

the options available.

7.13.6 If an approach to the junction is divided into two or more lanes, the

Triangular Yield Marking should be placed in each lane on that

approach.

7.13.7 A single Continuous Line, RRM 001, should be provided adjacent

to the central island, approximately 300mm from the edge of

carriageway (see Figure 7.44).

Transport Infrastructure Ireland. DN-GEO-03060 - Geometric Design of Junctions

(priority junctions, direct accesses, roundabouts, grade separated and compact

grade separated junctions). Part of the TII Design Manual for Roads and Bridges.

NRA, Dublin.

August 2019 7/87

Figure 7.44:

Markings at a Normal Roundabout

Extract from Figure 7.44:

Markings at a Roundabout Entry Arm

August 2019 7/88

7.13.8 Where a wide circulatory carriageway exists, provision of

circulatory markings can help to reduce driver confusion and

provide well defined paths through the junction. There are four

basic configurations of circulatory road marking:

1. Concentric markings (Figure 7.45) trace a complete path

around the circulatory carriageway, dividing it into the

number of circulating lanes that the carriageway width will

allow;

Figure 7.45: Concentric Circulatory Markings

2. Partial concentric markings (Figure 7.46) vary from

concentric in that their continuity around the circulatory

carriageway is broken, usually adjacent to the entries and/or

exits of the roundabout;

Figure 7.46: Partial Concentric Circulatory Markings

August 2019 7/89

3. Concentric spiral markings (Figure 7.47) are a hybrid. The

purpose is to direct off the outermost circulating lane or

lanes, where the exit width allows, by running the circulatory

marking smoothly into the road markings on the exit

concerned;

Figure 7.47: Concentric Spiral Circulatory Markings

4. Spiral markings (Figure 7.48) involve a series of lane gains

and lane drops around the circulatory carriageway so that

drivers enter in the lane appropriate for their desired exit and

follow the lane around the roundabout to be led off at that

exit.

Figure 7.48: Spiral Circulatory Markings

August 2019 7/90

RRM 003C:

Lane

Guidance

Line

7.13.9 The marking used to delineate lanes within the circulating

carriageway shall be the Lane Line, RRM 003B, consisting of a

100mm wide 2m segment and 2m gap.

7.13.10 In certain circumstances it may be necessary to provide lane

guidance markings for two conflicting traffic flows, for example on

the circulating carriageway of signalised roundabouts. If it is

considered that using the same marking for both traffic flows could

cause confusion, then the less dominant flow (in the case of a

signalled roundabout, the entering traffic) may be divided into

lanes using the Modified Lane Line, RRM 003C, as shown in

Figure 7.49.

7.13.11 Where hatching is provided, for example on spiral circulatory

systems, this shall have broken line boundaries (see Section 7.4).

7.13.12 Worded Lane Destination Markings, e.g. route numbers, are useful

on the approaches to roundabouts and on the circulatory

carriageway to aid lane discipline (see Section 7.5).

Figure 7.49:

Use of Lane Guidance Line, RRM 003C, on a Signalised Roundabout

August 2019 7/91

MINI-ROUNDABOUTS, RRM 033

7.13.13 Mini-roundabouts consist of a one-way circulatory carriageway

around a flush or slightly raised central disc, between 1m and 4m

diameter, with or without flared approaches. The Mini-roundabout

Marking, RRM 033, consists of three arrows around the central

disc to indicate the direction of circulation. The central disc may

be domed up to a maximum of 125mm above the adjacent road

surface but must not exceed 6mm at the perimeter.

7.13.14 Two sizes of the Mini-roundabout Marking RRM 033 are

prescribed. The smaller, (3250mm) is used for circular central

islands up to and including 2500mm in diameter. The larger,

(4450mm) is for use with circular central islands more than

2500mm in diameter, up to including maximum of 4000mm in

diameter. The choice will depend on the road space available and

the need for conspicuity. The larger variant should be used

wherever it is needed to provide adequate deflection and deter

straight-through movement. The smaller variant may be adequate

at more constricted sites where the marking would otherwise

occupy too large a part of the carriageway space and might be

confusing, or where frequent overrunning would result in

excessive maintenance costs

RRM 033: Mini-Roundabout Markings

August 2019 7/92

7.13.15 Under no circumstances should annular rings be added around the

central disc. If a more conspicuous central marking is necessary,

a larger disc, up to a maximum of 4 m should be used. If the

junction area is very large, the diameter of the circulatory arrow

marking should be increased to a maximum of 10 m, with the

length of the arrows correspondingly increased to 4.45 m.

Conspicuity may be further enhanced by replacing the normal

central warning line on the approach with a hatched marking.

7.13.16 The central disc marking should be capable of withstanding

overrunning by large vehicles. Because of this it is not possible to

site the mandatory signs normally associated with a normal

roundabout on the central area. Chapter 5 provides information

on the relevant mandatory signs to use at a mini-roundabout.

7.13.17 The layout of a mini-roundabout should be designed so that drivers

are made aware in good time that they are approaching a

roundabout. Their conspicuity may be enhanced where necessary

by the use of warning signs (W 044) or map-type advance direction

signs. In general, mini-roundabouts should only be used when

traffic speeds on all approaches are 50km/h or less.

7.13.18 The No Entry Line, RRM 019, at mini-roundabouts is the same as

that used at normal roundabouts.

7.13.19 Road markings or small traffic islands should be placed so as to

ensure some vehicle deflection on the approaches; hatched

markings can often help. Physical islands should be kept free of

all furniture except the Keep Left bollards and other essential

signs. Where an existing junction is being converted to a mini-

roundabout, it may not be practicable to achieve the ideal amount

of deflection. However, this may be acceptable if approach speeds

are low.

7.13.20 Where suitable deflection cannot be achieved, traffic entering the

roundabout might, because of its approach speed, disregard the

Yield requirement of the No Entry Line. In such cases, the Yield

Sign (RUS 026) may be mounted on the same post and above the

Mini-roundabout sign (RUS 049).

August 2019 7/93

7.14 Grade-Separated Junctions

7.14.1 Grade-separated

junctions may involve

merging and diverging

lanes, the gain or loss of

lanes, or a combination

of these. As junctions

become more complex,

so road marking layouts

become more

complicated. It is

therefore not possible to

detail all possibilities,

but the standard

principles should be

followed. Reference

should be made to

Standard DN-GEO-

03035

for further

guidance. When

designing a complex

junction, it should be

borne in mind that it

must be capable of

being signed and

marked in a way that

drivers can readily

understand.

7.14.2 The layout of markings

at the simplest grade-

separated junction is

shown in Figure 7.50.

Comprehensive details

of the longitudinal

markings and stud

spacings are given in

Sections 7.3 and 7.10.

This arrangement is

suitable for one or two-

lane exit slip roads and

one-lane entry slip

roads.

Transport Infrastructure Ireland. DN-GEO-03035 Layout of Grade Separated

Junctions. TII Dublin.

Figure 7.50: Entry and Exit Slip Roads

(Dual Three Lane Carriageways)

August 2019 7/94

7.15 Level Crossings

7.15.1 The markings associated with a railway level crossing are shown

in Figure 7.51. The markings comprise:

1. Yellow Box Marking, RRM 020, indicating the area to be

kept clear of stationary traffic. Note that at railway level

crossings the boundary lines shall be 300mm wide; the

diagonal lines shall be 200mm wide and 1400mm apart, and

set at an angle of 60º relative to each other, irrespective of

the geometry of the boundary lines;

2. Transverse vehicle Stop Line, RRM 017. A special line

width of 300mm shall be used, which must be at right angles

to the direction of vehicular travel. Where the approach

carriageway width is insufficient for centre line markings, the

Stop Line shall extend across the full width of the road on

both sides of the crossing;

3. Transverse Exit Boundary Line, M 122, indicating the extent

of the crossing on the exit side. This line shall be 300mm

wide with 900mm marks and 450mm gaps;

4. Approach carriageway continuous Centre Line, RRM 001,

extending back at least 20m from the Stop Line, but this may

be reduced to a minimum of 8m as site conditions require.

On roads less than 5.3m width only, the centre line marking

may be reduced to 2m;

5. Internal carriageway centre Warning Line, RRM 002D,

extending between the two vehicle Stop Lines. This

marking may only be omitted in cases where the

carriageway width across the level crossing is less than

5.3m;

6. Edge of Carriageway Markings, RRM 025, shall be laid

between the two vehicle Stop Lines, to define the edge of

the vehicle running lanes through the level crossing. They

may also serve to indicate the segregation of pedestrian and

vehicle paths, as it is not possible to maintain a level

difference between footway and carriageway through the

crossing; and

7. If appropriate, a Back of Footway Line, M 123, may be used

to designate the back of the pedestrian footway through the

level crossing. This is a 100mm wide continuous white

marking.

7.15.2 The example shown in Figure 7.51 illustrates a simple level

crossing with a single railway line. In the case of multiple lines or

an acute crossing angle, the box marking may be extended as

shown in Figure 7.52.

7.15.3 The warning signs associated with level crossings are described

in Chapter 6 and the signals in Chapter 9.

7.15.4 Road studs shall be provided for Centre Line and Edge of

Carriageway Markings as prescribed in Section 7.10, but any stud

laid within 2m of a running rail shall be of plastic construction.

August 2019 7/95

Figure 7.51:

Markings at a Level Crossing

Figure 7.52:

Extended Yellow Box Marking at a Level Crossing

August 2019 7/96

7.16 Pedestrian Crossings

7.16.1 A series of road markings is prescribed to delineate Zebra or

Signalised Pedestrian Crossings. Additional Zigzag Markings are

available to define ‘controlled areas’ adjacent to the crossings.

ZEBRA CROSSING (RPC 001)

7.16.2 A set of Pedestrian Lines, Transverse Lines, Stripes, and

Pedestrian Crossing Beacons together form a Zebra Crossing,

RPC 001. These markings are laid out as follows:

7.16.3 Pedestrian Lines: Pedestrian lines indicate the limits of the

pedestrian crossing area. They consist of two lines across the

carriageway at a minimum distance of 2.0m apart (normally 2.4m

apart). The lines are white, continuous and 100mm wide.

7.16.4 The width of a pedestrian crossing may be dictated by site

conditions. However, where space permits the width of 2.0m

should be increased by an additional 500mm for every 125

pedestrians per hour above 600, averaged over four peak hours,

up to a maximum of 5m or, in exceptional circumstances, 10m.

7.16.5 The Transverse Line consists of a single white broken line

comprising 500mm segment and 500mm gaps. The marks are

200mm wide. This line is normally sited 1m to 2m from and parallel

to the Pedestrian Line used to indicate the limits of the crossing

and should extend across the approach lanes.

7.16.6 Stripes: The stripes should be laid in an alternate black and white

pattern across the full width of the carriageway and positioned

centrally between the two Pedestrian Lines.

7.16.7 The stripe immediately adjacent to the kerb on both sides of the

road should be black and should not be less than 500mm nor more

than 1300mm wide. The intermediate black and white stripes

should be not less than 500mm nor more than 715mm wide and

should normally be of equal width.

7.16.8 If the road surface is dark (e.g. bituminous macadam) between the

pedestrian lines, then the surface colour itself will be sufficient to

constitute the ‘black’ stripes. However, with the increasing use of

high skid-resistant surfacing in a variety of light colours, care must

be exercised to ensure that there is sufficient visual contrast

between alternating stripes to indicate clearly the presence of the

crossing.

7.16.9 The prescribed Zebra Crossing must include Pedestrian Crossing

Beacons, located on either side of the road (and on a refuge where

provided), on the side of the stripes from which traffic approaches.

For details of the beacons, see Chapter 9.

RPC 001:

Zebra Crossing

August 2019 7/97

SIGNALISED PEDESTRIAN CROSSING

7.16.10 Pedestrian crossings may also be controlled by pedestrian-

operated traffic signals (RPC 003 or RPC 004), as described in

Chapter 9. These may be Pelican Crossings or conventional

signalised pedestrian crossings. Toucan Crossings provide a

combined signalled crossing facility for pedestrians and cyclists.

The markings for all these are identical.

7.16.11 The carriageway markings used to indicate a signalised pedestrian

crossing are as follows:

7.16.12 Pedestrian Lines, M 131, between 2000mm and 5000mm apart,

as described for Zebra Crossings, to indicate the limits of the

crossing. In exceptional circumstance, where very large

pedestrian flows occur, the width may be increased to a maximum

of 10m.

7.16.13 Stop Lines, RRM 017, to indicate where traffic should stop when

signalled to do so (see Section 7.2).

7.16.14 Where the road carries two-way traffic and the crossing is

uninterrupted, the Stop Line should extend from the edge to the

centre of the carriageway, parallel to the Pedestrian Line, and

placed not less than 1.0m or more than 5m from the Pedestrian

Line (normally 2.0m).

7.16.15 On a one-way street where the crossing is uninterrupted, the Stop

Line should extend from one edge of the carriageway to the other

edge, positioned as above.

7.16.16 On a two-way road the Stop Line should always be accompanied

by a Continuous Centre Line, RRM 001, extending longitudinally

back from the junction (see Section 7.2).

7.16.17 Where the crossing caters for cyclists as well as pedestrians, the

same signals and road markings are used, together with Cyclist

Signals RTS 006 and RTS 007 (see Chapter 9).

Figure 7.53:

Signalised Pedestrian Crossing

August 2019 7/98

RPC 002:

Zigzag and Terminal

Line

ZIG-ZAG MARKINGS (RPC 002)

7.16.18 Both Zebra Crossings and Signalised Pedestrian Crossings may

be accompanied by Zigzag Markings and Terminal Lines (RPC

002) along the edge of carriageway before and after the crossing.

Zigzag Markings serve the dual purpose of indicating that part of

the road (the ‘controlled area’) where vehicles are not permitted to

park in the vicinity of a pedestrian crossing and providing visual

warning to drivers of the location of a crossing.

7.16.19 The length of each zigzag mark is 2m measured parallel to the

adjacent kerb.

7.16.20 The “standard” controlled area is designated by eight 2m zigzag

marks laid adjacent to the nearside kerb on the approach to a

crossing, and a minimum of three zigzag marks adjacent to the

kerb on the exit to the crossing; this may be extended as required

by site conditions. A gap of 200mm to 250mm should be left

between the kerb and the nearest part of the Zigzag Markings.

Where a longer approach warning is required, e.g. due to poor

visibility or speed of traffic, the number of zigzag marks may be

increased to a maximum of eighteen. Where the siting of a

crossing makes it impracticable to provide eight zigzag marks on

the approach, the number may be reduced to a minimum of three

marks. At the end of the Zigzags Markings remote from the

crossing, a transverse Terminal Line, 600mm long by 200mm

wide, shall be provided.

7.16.21 Within the ‘controlled area’ of a Zebra Crossing, pedestrians are

prohibited from crossing the roadway other than on the pedestrian

crossing, and the parking of vehicles is restricted. Together with

the markings to indicate a Pedestrian Crossing, RPC 001, the

Zigzag Markings and Terminal Lines, RPC 002, indicate the extent

of the controlled area (see Figure 7.54).

7.16.22 Zigzag Markings and Terminal Lines shall be provided on each

side of the carriageway, on the approaches and departures, to

create the ‘controlled area’.

7.16.23 On carriageways greater than 6.2m wide a third Zigzag Marking

shall be laid along the centre of the road for the same length as

the longer of the two edge Zigzag Markings. Where there is a

pedestrian refuge, a double row of Zigzag Markings should be laid,

one either side of the refuge.

7.16.24 Where traffic approaches or leaves the crossing in two or more

lanes, the lanes shall be segregated with Lane Lines, RRM 003B,

100mm wide, with 2m marks and 2m gaps for the length of the

controlled area.

August 2019 7/99

Figure 7.54:

Zebra Pedestrian Crossing with RPC002

August 2019 7/100

7.16.25 Zigzag Markings and Terminal Lines, RPC 002, may also be used

to define a controlled area adjacent to a Signalised Pedestrian

Crossing. The requirements are the same as for these markings

adjacent to a Zebra Crossing (see Figure 7.55).

Figure 7.55:

Signalised Pedestrian Crossing with RPC 002

August 2019 7/101

7.16.26 In cases where a build-out has been provided to enhance

pedestrian visibility, or alternatively where a lay-by exists or can

be constructed, it is acceptable to permit parking or loading

between the edge Zigzag marking and the kerb. However, such

bays shall be no closer than 8m from the crossing. Figure 7.56

shows a typical layout with a build-out on the approach to a Zebra

Crossing.

Figure 7.56:

Parking on the Approach to a Zebra Crossing with Build-out

August 2019 7/102

M 112

Traffic Calming Triangle

7.17 Traffic Calming

7.17.1 The Traffic Calming Triangle, M 112, is used on the approach side

of vertical traffic calming features. It should extend from the

leading edge of the hump or cushion to the highest point (or for a

maximum distance of 1850mm). Figure 7.57 illustrates its

application in specific circumstances.

7.17.2 At speed cushions, a single M 112 marking should be used on the

approach ramp. Where vehicles from both directions might be

driven over the same cushion, the triangular marking should be

used on both approach ramps.

7.17.3 At road humps, the marking M 112 should extend for the length of

the ramp, or for a maximum distance of 1850mm. Two triangular

marks should be used in each lane; in one-way roads they should

be placed only on the approach side of a road hump.

7.17.4 Except on roads with a 30km/h speed limit, lengths of road with

road humps should be provided with Road Hump warning signs,

W 130, at either end (see Chapter 6).

Figure 7.57:

Traffic Calming Triangle on Speed Cushion and Speed Hump

Direction of travel

August 2019 7/103

M 113:

Yellow Bar Markings

7.18 Yellow Bar Markings

7.18.1 Yellow Bar Markings, M 113, are used in certain conditions on

high speed approaches to roundabouts, either on the main

carriageway or on an exit slip road. They have been shown to

be effective in reducing collisions associated with speed

adaptation, i.e. where drivers have been travelling at sustained

high speed for long periods. The types of collisions most likely

to be influenced are single vehicle and overrun collisions.

7.18.2 Yellow Bar Markings should not be used in an attempt to reduce

speeds at sharp bends or other hazards. They are not normally

appropriate on slip roads if there is a segregated left-turn lane for

the roundabout, or at roundabouts controlled by traffic signals.

On approaching a green signal, some drivers will slow down in

response to the markings, while others will maintain speed in an

attempt to beat a change to red. Markings are unlikely to be

appropriate in such cases unless the collision justification is

strong.

7.18.3 Before use of Yellow Bar Markings is contemplated, it is essential

to ensure that all standard signing has been correctly installed.

The warning signs described in Chapter 6 should be provided

and be of the appropriate sizes. All signs should be checked to

ensure they are in good condition, not obscured, e.g. by

vegetation, and are sited at the correct distances from the

junction. Only then should treatment with Yellow Bar Markings

be considered.

7.18.4 Yellow Bar Markings should only be used where the following

criteria are satisfied:

• The carriageway on which they are to be laid is a one-way

approach to a roundabout (i.e. a dual carriageway or an exit

slip road);

• There is at least 3km of dual carriageway in advance of the

site, with no major intersections or curves with a horizontal

radius less than the desirable minimum for a 100km/h

design speed (see DN-GEO-03031);

• The road is subject to a speed limit of 100km/h or 120km/h;

and

• The collision record for the roundabout includes at least

three collisions involving personal injury during the

preceding three years, in which speed on the relevant

approach was a contributory factor.

7.18.5 Each approach to a given roundabout shall be treated as a

separate site and the use of the markings on each approach

should be justified independently. The application of the criteria

in the previous paragraph will ensure that the markings are used

only at sites where they are likely to make a positive contribution

to safety.

7.18.6 Yellow Bar Markings consists of a series of yellow transverse

bars across the carriageway. The bars are 600mm wide and are

laid at right angles to the centre line of the carriageway. The bar

closest to the roundabout (D1) is laid at a distance of 50m,

measured along the centre line of the carriageway, in advance

of the No Entry Line. Successive bars are spaced in accordance

August 2019 7/104

with the running measurements given in Table 7.7. The 45

marks spaced as specified are designed to reduce the approach

speed of traffic from an entry speed of 120km/h at D45 to about

40km/h at D1 (i.e. 50m from the No Entry Line) and extend for

an overall distance of 200m (see Figure 7.58).

7.18.7 To assist surface water drainage, each end of each bar should

be terminated about 150mm from the edge of the carriageway or

the Edge of Carriageway Line if provided. This may be increased

to 750mm where there is a particular drainage problem, or if

there are significant numbers of cyclists. Bars should not be

extended across hard strips or hard shoulders as this would give

the impression that these are traffic lanes.

7.18.8 The bars should not exceed 5mm in thickness, and the combined

thickness of the bars and any superimposed marking must not

exceed 6mm. Although thinner markings might need more

frequent renewal, they are less likely to result in noise levels

which would be unacceptable to local residents. Drop-on glass

beads should not be applied.

Table 7.7: Spacing of Yellow Bar Markings

Bar No.

Distance

from D1

(m)

Bar No.

Distance

from D1

(m)

Bar No.

Distance

from D1

(m)

0.00

D16

47.60

D31

112.85

2.55

D17

51.25

D32

118.00

5.35

D18

55.00

D33

123.30

8.20

D19

58.85

D34

128.70

11.15

D20

62.80

D35

134.20

14.20

D21

66.85

D36

139.80

17.30

D22

71.00

D37

145.50

20.45

D23

75.25

D38

151.35

23.65

D24

79.60

D39

157.35

D10

26.90

D25

84.05

D40

163.55

D11

30.20

D26

88.60

D41

170.00

D12

33.55

D27

93.25

D42

176.70

D13

36.95

D28

98.00

D43

183.90

D14

40.45

D29

102.85

D44

191.60

D15

44.00

D30

107.80

D45

200.00

August 2019 7/105

Figure 7.58:

Yellow Bar Markings on Approach to Roundabout

August 2019 7/106

Appendix 7A: Lettering for Worded Markings

7A.1 The characters used for worded road markings are the capital

letters, numerals, ampersand (&), forward slash (/), apostrophe

and fada from the Transport Medium alphabet. The base font is

shown in Figure 7.60 with an x-height of 400mm (capital letter

height 560mm), although it may be scaled as necessary for

specific letter heights (e.g. 300mm capital letter height for

’LOADING’ in RRM 009).

7A.2 To produce the elongated fonts as specified in a number of

markings (e.g. ‘STOP’, M 114), the 400mm x-height base font is

stretched vertically by ratios of 200/70 and 350/70 (see Figure

7.59) to produce capital letters of 1600 and 2800mm as required.

The elongated fonts are shown in Figures 7.61 and 7.62.

Figure 7.59:

Construction of Elongated Text

(Based on Transport Medium)

August 2019 7/107

7A.3 To ensure correct letter spacing when forming a word, the

characters are placed on imaginary tiles which vary in width

according to the size of the character and the tiles butted up to

each other to make the legend. The tile width for each letter is

shown in Table 7.8 and will be the same for both the elongated

letter heights and for the 560mm high base font. The distance

between the tiles of separate words when marked on a single line

is 400 mm, measured to the edge of the tiles and not to the actual

characters.

Table 7.8: Character Tile Widths

7A.4 The fada accent (shown inset above the letter ‘A’ in each of the

following figures) can apply to any vowel and should be ignored

when spacing words vertically. It will therefore have no effect on

either the tile width or height of the corresponding letter.

Letter

Width

(mm)

Letter

Width

(mm)

Letter

Width

(mm)

A 544 N 672 1 316

B 588 O 624 2 480

C 592 P 520 3 508

D 616 Q 632 4 528

E 528 R 564 5 488

F 476 S 548 6 504

G 620 T 436 7 416

H 640 U 616 8 520

I 292 V 520 9 512

J 372 W 732 0 532

K 552 X 512 ’ 156

L 428 Y 492 & 504

M 736 Z 476 / 420

August 2019 7/108

Figure 7.60:

Transport Medium Base Font

August 2019 7/109

Figure 7.61:

1600mm Elongated Font

August 2019 7/110

Figure 7.62:

2800mm Elongated Font

August 2019 7/111

Figure 7.62:

2800mm Elongated Font (Continued)

August 2019 7/112

Appendix 7B: Airport, Ferry and Disabled Persons Symbols

Figure 7.63:

Construction of M 127 Airport Symbol

Figure 7.64:

Construction of M 128 Ferry Symbol

Figure 7.65:

Construction of RRM 015

Disabled Persons Symbol

August 2019 7/113

Appendix 7C: Schedule of Road Markings

Sign Number

Description See Section

Regulatory Road Markings

RRM 001

Continuous Single Centre Line

7.3

(7.2, 7.4, 7.10 – 7.12, 7.15, 7.16)

RRM 002A & B

Broken Centre Line 7.3 (7.10, 7.11, 7.13, 7.15)

RRM 002C & D

Centre Warning Line 7.3 (7.4, 7.10, 7.11, 7.15)

RRM 003A & B

Lane Line 7.3 (7.4, 7.10 – 7.14, 7.16)

RRM 003C

Modified Lane Line 7.13 (7.3)

RRM 004

Direction Arrow – Straight Ahead 7.5 (7.7, 7.11, 7.12)

RRM 005

Direction Arrow – Left 7.5 (7.11)

RRM 006

Direction Arrow – Right 7.5 (7.11)

RRM 007

Single Yellow Line 7.6

RRM 008

Double Yellow Line 7.6

RRM

009 Loading Bay 7.6 (App 7A)

RRM 010

School Keep Clear 7.5

RRM 011

Parking Bays – Parallel 7.6

RRM 012

Parking Bays – Parallel with Buffer Zone 7.6

RRM 013

Parking Bays – Perpendicular 7.6

RRM 014

Parking Bays – Angled 7.6

RRM 015

Disabled Persons Symbol 7.6 (App 7B)

RRM 016

Parking Bays – Unsegregated 7.6

RRM 017

Stop Line

7.2

(7.3, 7.5, 7.11, 7.12, 7.15, 7.16)

RRM 018

Yield Line 7.2 (7.3, 7.5, 7.11)

RRM 018C

Cycle Track Yield Line 7.8 (7.2)

RRM 019

No Entry Line 7.2 (7.5, 7.11, 7.13)

RRM 020

Yellow Box Marking 7.9 (7.7, 7.15)

RRM 021

Hatch Marking 7.4 (7.3, 7.10, 7.13, 7.14)

RRM 022

Cycle Track Edge Line 7.8

RRM 023

Cycle Track Broken Edge Line 7.8

RRM 024

Bus Lane Line and LÁNA BUS Marking 7.7

RRM 025

Edge of Carriageway Line (Broken)

7.3

(7.4, 7.8, 7.10, 7.11, 7.13 – 7.15)

RRM 026

Edge of Carriageway Line (Continuous) 7.3 (7.4, 7.10)

August 2019 7/114

Sign Number

Description See Section

RRM 027

Edge of Carriageway Line (Continuous White)

7.3 (7.4, 7.10, 7.11, 7.13, 7.14)

RRM 028

Merge/Diverge Lane Line 7.3 (7.10, 7.14)

RRM 029

Taxi Rank Marking 7.6

RRM 030

Bus Stop Marking 7.7

RRM 031

Tram Stop Line 7.2

RRM 032

Tram Lane Line 7.7

RRM 033

Mini-Roundabout Marking 7.13

RRM 034

Electric Vehicle Recharging Bay Markings 7.6

Sign Number

Description See Section

Non

-regulatory Road Markings

M 100

Deflection Arrow (Left) 7.5 (7.3, 7.4)

M 101

Deflection Arrow (Right) 7.5 (7.7, 7.8)

M 102

Bifurcation Arrow 7.5

M 103

Two-Lane Arrow 7.5

M 104

Diagonal Hatch Marking within Double Line

System

7.3

M 105

Lane Destination Marking 7.5

M 106

SLOW Worded Marking 7.5

M 107L & R

LOOK LEFT / LOOK RIGHT Marking 7.5 (7.7)

M 108

Speed Marking 7.5

M 109

LÁNA TRAM Worded Marking 7.7

M 110

Swept Path Marking 7.7

M 111

Pedestrian Symbol 7.8

112 Traffic Calming Triangle 7.17

M 113

Yellow Bar Markings 7.18

M 114

STOP Worded Marking 7.5 (7.2, 7.11, App 7A)

M 115

Triangular Yield Marking 7.5 (7.2, 7.11, 7.13)

M 115C

Cycle Track Triangular Yield Marking 7.8

M 116

Cycle Symbol 7.8

M 117

Cycle Track Direction Arrow – Left 7.8

M 118

Cycle Track Direction Arrow – Straight Ahead 7.8

M 119

Cycle Track Direction Arrow – Right 7.8

August 2019 7/115

Sign Number

Description See Section

M 120

Chainage and Emergency Telephone Marking

7.5

M 121

School Crossing Patrol Point 7.5

M 122

Exit Boundary Line at Level Crossing 7.15

M 123

Back of Footway Line at Level Crossing 7.15

M 124

Direction Arrow – Ahead & Left 7.5 (7.12)

M 125

Direction Arrow – Ahead & Right 7.5 (7.12)

M 126

Direction Arrow – Left & Right 7.5

M 127

Airport Destination Marking 7.5 (App 7B)

M 128

Ferry Port Destination Marking 7.5 (App 7B)

M 129

Broken Bus Lane Line 7.7

M 130

Bus Lane Ends Arrow 7.7

M 130L & R

Bus Lane Ends Arrow – L and R Variants 7.7

131 Pedestrian Line 7.16 (7.12)

Sign Number

Name See Section

Pedestrian Crossings (Regulatory)

RPC 001

Zebra Pedestrian Crossing 7.16 (7.2)

RPC 002

Zigzag Markings 7.16