Department of Transport , Department for Regional Development

“ The bay is white in colour and may be accompanied by the legend BUSES, DISABLED, LARGE OR SLOW VEHICLES ONLY or LOADING ONLY, marked outside the bay. It may be placed at the road edge or in the centre of the road. When marking a space for disabled users, the word DISABLED may be omitted, e.g. in streets with block paving, although use of the legend will help badge holders identify parking places more easily. It is recommended that all disabled bays in a locality are treated in the same way to avoid confusion. The bay may be extended to any length to accord with the traffic order. ”

“ It is essential that there is adequate room on each side to enable vehicles to negotiate the bend or hump without crossing the lines. The lines should be opened out at a taper no sharper than 1 in 50; the area between them must be hatched with marks of the same width as the longitudinal lines, at spacings of not more than 3 m. On a crest, the lines should attain maximum width at the point of least visibility (not always the highest point) in each direction. This hatched marking may be used only between double continuous lines, never between a continuous and a broken line. ”

“ Some road markings may be placed only in conjunction with certain other markings or with specified signs (direction 18) .
2.5 Care should be taken to ensure that markings are used only in the manner prescribed in the Regulations, and that no non-prescribed marking is used unless it has been authorised in writing. Failure to do so may leave an authority open to litigation, or make a traffic regulation order unenforceable.
2.6 Regulation 31 (3) requires the use of white road studs in conjunction with double white lines (diagrams 1013.1, 1013.3 and 1013.4) . ”

“ Their conspicuity is impaired when wet or dirty, and their effective life is reduced if they are subjected to heavy trafficking.
1.8 Nevertheless, road markings make a vital contribution to safety, e.g. by clearly defining the path to be followed through hazards, by separating conflicting movements and by delineating the road edge on unlit roads at night. They can also help to improve junction capacity, and make best use of available road space. In particular, widespread use of lane markings is desirable; by encouraging lane discipline they improve the safety and efficiency of traffic flow. ”

“ Older drivers also see a marking less well than the young; someone seventy years old may suffer a reduction in visibility distance of more than 20% compared with drivers still in their twenties.
1.14 The marking regime prescribed in the UK generally gives adequate levels of guidance in good conditions, i.e. where the road is dry, the driver is young, the vehicle has clean, powerful headlamps and there is no glare from oncoming vehicles. On roads with high traffic speeds, wider lines should normally be adopted where alternatives are prescribed. ”

“ If the junction is with a major road and the right turn movements cannot be prohibited then a standard design of right turn lane will be necessary, possibly involving the dedication of the outside lane to right turners (see paras 7.2 to 7.12) .
14.8 On narrower roads, the arrangement shown in figure 14-2 might be appropriate. However, the needs of cyclists must be considered; it can be intimidating if large vehicles have to pass very close in order to overtake. In addition, this layout will make passing slow vehicles difficult, and may cause problems if a vehicle breaks down. ”

“ If it stops to avoid obstructing the box when its exit is blocked, thereby releasing the flow of entering vehicles, there is likely to be uncertainty over re-establishing right of way when the exit is clear again. Moreover, a vehicle stopped in an outer lane might obscure vehicles lawfully continuing to circulate on the inner lanes (whose exit might not be blocked) from the view of drivers entering the roundabout. Yellow box markings may however be used where traffic entering the roundabout is controlled by signals at all times. ”

“ Pedestrians should never be expected to cross left turn lanes segregated only by road markings. If pedestrians are likely to be present, they should be guided to a safer crossing point using guard rail or suitable planting. If this is not possible, segregation should be effected by a physical island of sufficient width to accommodate the peak number of pedestrians.
8.37 Segregated left turn lanes may encourage higher speeds; any desirable speed reduction measures should be applied before entry to the lane and not within it. ”

“ Where overtaking opportunities on the major road are limited, the presence of a widened carriageway, albeit with hatched markings, might result in overtaking manoeuvres which conflict with right turns into and out of the minor road. Where this proves to be a problem, consideration should be given to the use of kerbed islands to prevent overtaking and to guide traffic through the junction. ”

“ A with-flow bus lane should be brought up to the Stop line at a traffic signal only if a reduction in capacity of the junction is acceptable, if safe provision can be made for any left-turning traffic and if right-turning traffic can be accommodated in such a way that it does not restrict flow in the ahead lanes. ”

“ Under no circumstances should traffic from both directions be required by the signs or markings to give way.
CYCLE PRIORITY
3.25 Regulation 25 (6) enables the marking to diagram 1003 to be used to give priority to a cycle track crossing a road. The length of road crossed by the cycle track must consist of a road hump, which should be of the flat-topped type. The hump must extend across the full width of the carriageway, in accordance with direction 34 (2) . The marking to diagram 1023 should also be provided, together with a longitudinal warning line to diagram 1004 on each approach. ”

“ The restriction on stopping in (a) above applies whether the line closest to the vehicle is continuous or broken. However, on a road with more than one traffic lane in each direction the stopping restriction does not apply. A separate traffic regulation order would therefore be necessary to prohibit waiting or loading on, for example, an urban four-lane road (see para 5.26) .
5.2 Each direction of travel is marked separately according to the degree of visibility in that direction. The necessary standard of visibility is governed by the speed of vehicles on the road ”

“ Where the proportion of large goods vehicles is high, it should be ensured that the lane width is sufficient to accommodate the swept paths of larger vehicles, especially where physical segregation is provided. Where few such vehicles are expected, the lane may be reduced to 3.5 m in width, or exceptionally to an absolute minimum of 3.3 m. Where road markings to diagram 1041.1 or 1042.1 are used to create the lane segregation, the overall width of the marking should normally be at least 1 m. ”

“ TRAFFIC SIGNAL STOP LINE
3.7 The marking (diagram 1001) consists of a single continuous line 200 mm or 300 mm in width and indicates the position beyond which a driver must not proceed when required to stop by light signals. The 200 mm width is generally for use in urban areas. The 300 mm width should be used in rural areas, or where the 85th percentile speed exceeds 35 mph. The greater width may also be used in urban areas at difficult locations, or where heavy traffic results in rapid erosion of the marking. ”

“ Projecting the build-out beyond parked cars also enables pedestrians waiting to cross to see and be seen. Diagram 1010 should be used to delineate the edge of the carriageway available for through traffic unless the parking is controlled by a traffic regulation order, in which case the appropriate bay marking is used (see paras 20.11 to 20.28) .
21.21 If a gap is provided for cycles, it should be marked with the cycle symbol, diagram 1057, and the appropriate vertical sign. Such a gap may, however, inconvenience pedestrians using the build-out as a crossing place. ”

“ On two-lane approaches to junctions, the arrangement of arrows indicating the lanes for straight ahead, left turn and right turn will depend upon the relative traffic volumes making the movements, and on the site conditions. Where there is a heavy right turn movement, the straight ahead and left turn arrows should be combined in the near side lane. Similarly where there is a left filter arrow at a traffic signal installation, the filter lane should always be marked with the left arrow marking only, in order to exclude non-filtering traffic. ”

“ If visibility is such that a Stop line would be justified, the left turn should be brought under signal control. A left turn slip lane should be separated from the other lanes by a traffic island. If no provision is made for pedestrians, they are likely to have difficulty in crossing an unsignalled slip road in an otherwise signalled junction. ”

“ At unsignalled junctions with minor roads where blocking of the mouth of the minor road is infrequent, a KEEP CLEAR marking (see paras 22.11 to 22.14) may be more appropriate,
(iv) opposing roads at a junction should normally be in line with each other. The markings may, however, be used exceptionally at staggered junctions, particularly where the minor roads have a right hand stagger, provided the maximum box length is not exceeded, and irregular shapes can be avoided. ”

“ They must not prevent the passage of any vehicle unless there is an appropriate traffic regulation order.
21.27 Edge lines and hatched markings can be used to make the carriageway appear narrower than it is, whilst still allowing larger vehicles to overrun these areas if necessary. The effect will be increased if a central refuge island is provided together with hatched markings, but care must be taken not to increase hazards to cyclists. In rural areas, the width of some farm vehicles needs to be considered and care should be taken not to prevent these or other wide vehicles from passing. ”

“ This is because bi-directional studs can make the hatched area appear to be another traffic lane, especially on wet roads at night, when the hatched markings may not be clearly visible. Moreover, because reflectors on the leading edge of a bi-directional stud tend to deteriorate faster than those on the trailing edge, it can also result in the studs on the far side of the hatching or taper being brighter than those on the nearer side. ”

“ If space permits, two arrows should normally be provided. Where a driver’s forward view of the road surface is limited, as at a crest, a third arrow may be necessary to give adequate forewarning (see figure 5-2) .
5.14 Deflection arrows on the approach to a double white line system (see para 5.3) are usually positioned in the centre of the carriageway (see figure 5-2) replacing one of the centre line marks. Where the centre is marked using diagram 1040.2, the omission of a pair of edge marks and the associated diagonals will emphasise the arrow. ”

“ Where the carriageway is sufficiently wide to permit two-way flow of low vehicles, the centre line should be continued through the bridge as a warning line; if there is insufficient width the line should be discontinued. ”

“ Where a signal phase permits opposing right turns but no ahead movements from the right turn lanes, and there are no opposing dedicated lanes, use of the arrows to indicate that vehicles should pass near side to near side will help prevent conflict. If the number of right-turning vehicles is high, it would be of benefit to provide a dedicated right turn lane even if a separate signal stage is not provided. ”

“ A traffic survey should be carried out to determine the extent of the problem, not only to assess the suitability of the junction for box marking but also to establish whether any alternative measures might be effective (e.g. re-timing or linking of traffic signals at adjacent junctions) . ”

“ If trams are running with other vehicles but not segregated from them with a physical refuge, the Stop line to diagram 1001 should be used from the kerb to the centre line. The tram Stop line may be used in addition, either just in front of or just beyond the Stop line; this might be necessary to facilitate swept paths or where primary tram and other traffic signals are not co-located. If the tram route is segregated from other traffic by a refuge, the respective Stop line is used on each side.
18.13 At priority junctions, roads carrying tramways should always be treated as the major road. ”

“ Where charges are discontinued, it will therefore no longer be necessary to change the bay markings.
20.17 The angled bays indicated in diagram 1033 (figure 20-6) may be used both where charges are made (i.e. pay and display, meter, permit, voucher or disc parking) and where parking is free. The angle between the markings and the carriageway edge may be varied to suit the available road width. When not at right angles, the bays should be angled so that drivers are required to reverse into them. This is safer than reversing out, when visibility might be restricted by adjacent parked vehicles. ”

“ Exceptional numbers of pedestrians may require the width to be increased to a maximum of 10 m. Dropped kerbs and tactile paving should be provided at all crossing points. Where pedestrian refuges are provided, the full width of the crossing should be maintained through the refuge as a dropped kerb or flush with the carriageway. ”