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Pavement MarkingsPavement markings can be a very cost-effectiveroadway improvement in terms of reducingcrashes and providing guidance to drivers,especially at night. Part 3 of the MUTCD de-fines the purpose of markings: to regulate andguide traffic movements and promote safety.Markings can be used to supplement otherregulatory and warning devices or used alone toprovide results that cannot be obtained withother devices without diverting attention fromthe roadway.

Pavement markings, like other traffic controldevices, should be easily recognized and under-stood, well-maintained, and used only in consis-tent applications, including design, color, andplacement location.

Roadway markings can be yellow, white, red, orblue. Section 3A.04 of the MUTCD describeswhere each of these colors may be used. Inaddition, black may be used on lighter pavementto supplement the standard colors. A blackoutline can be quite effective in improving thevisibility of markings in some instances.

Roadway markings can be classified as longitu-dinal lines, transverse markings, or words andsymbols. These markings can provide positiveguidance by defining limits of safe travel, suchas center lines, lane lines, edge lines, crosswalks,or stop bars. Markings can also be used fornegative guidance, advising drivers where not totravel, such as no passing zones, gore areas, orpainted medians and islands. Word messagesand symbols on the pavement include directionalarrows, speed limits, and approach warningssuch as Stop Ahead,and Pedestrian X-ing.

Street markings can be used to designate parkingspaces, and painted curbs can be used to supple-ment parking restriction signing.

Sections 3A.05 and 3A.06 of the MUTCD listseveral principles or concepts for longitudinallines:• Yellow lines designate separation of traffic

lanes flowing in opposite directions or can beused to mark the left edge of one-wayroadways.

• White lines delineate the separation of trafficflows in the same direction or can be used tomark the right edge of pavements.

• Red markings are used to delineate roadwaysthat shall not be entered or used.

• Broken lines are permissive.• Solid lines are restrictive.• Dotted lines indicate guidance.• The width of line indicates degree of

emphasis.• Double lines indicate maximum emphasis or

restriction.• Blue markings designate parking for persons

with disabilities.

The MUTCD further recommends widths andpatterns for longitudinal pavement lines, gener-ally as follows:• Normal line width is 4 to 6 inches (wider lines

may improve visibility).• A wide line should be at least twice the width

of a normal line.• Double lines are two normal-width lines

separated by a discernible space.• Broken lines consist of segments and gaps,

usually with a ratio of one to three. For ruralhighways, this ratio is generally 10-foot linesto 30-foot gaps.

• Dotted lines are formed by short segments,normally 2 feet in length and 4 feet apart.Width of a dotted line should be at least equalto the width of the line being extended.

Dotted line (white)

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MaterialsPavement marking materials can be divided intotwo common types, nondurable, primarily paints,and durable, which include epoxy, thermoplas-tics, poly urea, poly urethane, tapes, and raisedpavement markings. Each marking material typehas specific characteristics that must be consid-ered in the selection process, including service-life expectancy, color quality, retroreflectivity,special application methods, and of course,initial cost. Because service life and retainedretroreflectivity are key elements for agencyconsideration, these factors should be included inlife-cycle analysis to determine the most cost-effective material for each type of application.

Nondurable Markings. Nondurable markings(paints) can be further categorized by solvent,method of application, and drying time. Histori-cally, traffic paints have been available with avariety of solvents, including alkyd resin (oil),rubber, modified alkyd (oleoresin), and water-borne. Due to environmental concerns, solvent-based paint has now been largely replaced bywaterborne or water-based paints. Methods ofapplication for paints can be either hot or cold.

Drying time is another type of classification.While application method, ambient temperature,and chemical composition can affect dryingtime, several categories can be specified. Theseinclude conventional (several minutes to severalhours), fast dry (2 to 7 minutes), quick dry (30seconds to 2 minutes), and instant (30 seconds orless).

Durable Markings. Epoxies are two-compo-nent materials that generally provide longerservice life than paints. Application usuallyrequires specific surface preparation, such asshot or sandblasting and a relatively long curetime (up to 45 minutes depending on ambientconditions). Both fast-set and slow-set formula-tions are available, but performance of fast-setepoxy can be unsatisfactory with certain pave-ment types.

Poly urea and poly urethane are also two-compo-nent materials that can provide fast drying timeswith good durability. Both materials requirespecialized application equipment but can beplaced at temperatures as low as 32 degreesFahrenheit, which can be advantageous for lateseason work.

Thermoplastics are solid at ambient temperaturesand must be melted for application. Thesematerials can be furnished in two forms: solidblocks and granulated mixture. Thermoplasticsdo not contain solvents. This type of materialwill provide extended service life, with extrudedapplication generally outperforming sprayplacement. Loss of material may occur fromsnow-removal operations. Reapplication overexisting markings may be accomplished withlittle surface preparation, although materialbuildup must be considered.

Tapes are available in several performance levelsand types, both permanent and temporary. Tapemarkings can be applied to existing pavement,rolled into hot surfaces, or placed in preparedgrooves. Wet reflective tape is also available inpermanent or temporary applications. Thismaterial can provide good visibility, even whenfully submerged in water. Proper surface prepa-ration is especially critical to achieve maximumperformance from tape markings. At the end ofuseful life, tape markings should be removedprior to application of new material. Generally,this is accomplished by grinding. While theinitial cost of some tapes is high compared toother markings, extended service life can makethis material a cost-effective consideration.

The following table provides cost and servicelife information for several pavement markingmaterials.

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Special Marking Products andProceduresConcern for maintenance of minimumretroreflectivity standards and visibility in wetweather conditions has resulted in increasedinterest in new products and methods.

Raised pavement markers (RPMs) have beenused for many years to improve nighttime

visibility in needed locations. RPMs have notbeen accepted for general use in many northernstates due to high initial cost and susceptibility todamage from snowplow activity. However withcare in design and installation, RPMs can be aneffective means of guidance for vehicles at night.The following suggestions are included for RPMusage:• RPM color must be the same as the marking

they supplement or replace.• Retroreflective or internally illuminated

RPMs can replace markings of other types.• The pattern of RPMs should simulate the

pattern of replaced markings.• Normal spacing for RPMs should be

determined based on the standard length ofthe broken line segment.

• Where it is desired to alert motorists to achange in road alignment, this spacing may bereduced.

Raised pavement markers can also be usedeffectively in certain temporary work zoneapplications.

Refer to Sections 3B.11 through 3B.14 of theMUTCD for more information on raised pave-ment markers.

The illustrations on the following pages depicttypical raised pavement marker applications.

Marking Expected Cost2

Material Service Life(in years)1

Traffic Paint 1/2 to 1 $0.10/ftEpoxies 2 to 3 $0.60/ftPoly Ureas anddUrethanes 2 to 5 $0.85/ft

Thermoplastics 5 to 73 $0.90/ftTapes 2 to 73 $1–4.00/ftWet ReflectiveTape 2 to 4 $1–2/ft

1 Service life can vary with traffic and weatherconditions

2 Cost based on averages, will vary based onquantities, locations, placement factors, etc.

3 Night visibility may deteriorate earlier.

Cost and service life of marking materials

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Casting and saw cut details for raised pavement markersSource: Ohio Department of Transportation.

Notes:1. Center-line raised pavement markers shall be

placed between the two painted lines.Markers installed along an edge line orchannelizing line shall be placed so that thecasting is not more than 1 inch from the nearedge of the line. Markers installed along alane line or dashed yellow center line shall beplaced between and in line with the dashes.Markers shall not be placed over lines exceptwhere the lines deviate visibly from theircorrect alignment, and then, only with theapproval of the engineer.

2. To facilitate the cutting of the two parallelslots and intervening concaved surfacesimultaneously, it is recommended that anarbor and saw blades assembly be used. Foradditional details and tolerances of thecasting and arbor-saw assembly, contact thecasting manufacturer.

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Typical raised pavement marker placement with longitudinal pavement markings

RPM details for one-lane bridge

RPM details for approach with left turn lane

RPM details for horizontal curve

Notes:1. For one-lane bridges, painted center line and

center-line markers may be omitted 160 feeton each side and across the bridge.

2. For horizontal curves of 5 degrees or greater,the spacing of the center-line markers shallbe reduced to 40 feet between P.C. and P.T.

3. For horizontal curves of 10 degrees orgreater, the spacing of the center linemarkers may be reduced to 20 feet betweenP.C. and P.T. When using 20-foot spacing, 12raised pavement markers at 40-foot spacingshall be installed on each end of the 20-footspacing.

4. A minimum of three equally spaced, raisedpavement markers shall be installed on theback taper.

5. When a channelizing line is less than 80 feetlong, one raised pavement marker shall be

placed at each end of the line and one shallbe placed in the center of the line.

6. Raised pavement markers shall not be placedon edge lines on a through approach.

Source: Ohio Department of Transportation.

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Other methods to improve nighttime and wetweather visibility include recessed pavementmarkings, which involves grooving a strip ofappropriate dimensions in the pavement surfacefollowed by installation of a high-performance,retroreflective traffic tape. This method andothers of similar technique are costly initially buthave demonstrated excellent service life charac-teristics.

Special pavement markings, such as thosedescribed, can be especially cost-effective inhigh traffic urban areas, such as intersections,where maintenance of desired visibility is diffi-cult.

Application RecommendationsTo achieve desired performance and service lifefrom pavement markings, regardless of materialused, proper application techniques should befollowed. Each marking type has specific

preparation and application requirements thatshould be adhered to for quality results.

Paints. Water-based paint is the most commontype of pavement marking material used injurisdictions today. Before applying this, or anyother type of markings, proper cleaning of theroad surface is required. Generally, brooming toremove dirt, concrete curing compound, vegeta-tion, and debris will result in a sufficiently cleansurface. However, washing of the surface maybe needed in some instances. It is imperativethat clean, dry pavement conditions exist duringpainting operations. Spotting of line locationscan then be completed. The table above containssuggested application rates for both paint andretroreflective beads. Whether these markingsare placed by local crews or contract, the ratesand wet film thickness in the table above can beused to ensure proper application.

Color Yellow White Yellow Yellow White Yellow

Width 4" 4" two at 4" 4" 4" 4"

Pounds of Beads per Gallon of Paint1

8 6 8 8 6 8

Wet Film Thickness (mils) 11 11 11 11 11 11

Gallons of Paint per Mile1

3.02 3.02 24.14 12.07 12.07 12.07

Feet per Gallon of Paint 1748 1748 219 437 437 437

Gallons of Paint per Minute2

0.603 0.603 4.404 2.42 2.42 2.42

1 Maximum retained retroreflectivity may be achieved with a bead rate of 10 lbs/gal and paint rateof 15 gal/mile for single, solid 4-inch lines.

2 Based on a uniform travel rate of 12 mph, or 1,056 feet per minute.3 Rate of application when 10-foot segments of broken line are being placed.4 Rate of application for placing double lines simultaneously.

Specifications and application rates for placing pavement marking lines

Broken Broken Double No Passing Zone Right Edge Left EdgeCenter Line Lane Line Center Line Line Line Line

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Suggested operating speed for trucks applyingpaint is 12 mph or 1,056 feet per minute. Newerequipment can allow painting at higher speeds,but the quality of product should not be sacri-ficed for faster application rates. Studies haveshown that retained retroreflectivity will bereduced significantly at application rates over17.5 mph.

Most painting of traffic lines is accomplished torenew existing markings, with the old lines stillvisible. For best results and professional appear-ance, adequate care should be exercised to matchthe old markings as much as possible. This maybe particularly challenging with broken or skiplines but is well worth the effort. If existinglines are to be revised, the old markings shouldbe completely removed. Common removalmethods include water blasting, sandblasting,burning, and grinding.

Equipment used for paint application should beproperly designed and maintained for bestresults. Heat exchangers can be used to decreasepaint viscosity for easier spraying, especially oncool, humid days. However, paint should not beheated over 120 degrees Fahrenheit. Paint flowmeters should be used to monitor delivery ratesand assure compliance with intended applicationstandards.

Other Materials. For other pavement markingmaterials, follow manufacturer recommendationsclosely, especially for surface preparation,ambient temperature restrictions, and applicationtechniques. Expensive durable markings, suchas thermoplastics, epoxy, and tapes can failprematurely if manufacturer requirements areneglected.

Whenever applying pavement markings onstreets and roads open to public travel, it isimportant to use proper traffic control proce-dures. Refer to Part 6 of the MUTCD and“Temporary Traffic Control During Operations”(K1) in this manual for suggested work zonetraffic control.

Many factors can affect service life of pavementmarkings. Some of these include pavement typeand surface condition, volume and compositionof traffic, season and temperature at applicationtime, thickness of markings, and snow removaldamage. But key factors in satisfactory perfor-mance of all types of marking material areproper surface preparation and applicationtechniques.

Contract Bidding andAdministrationThe Iowa Department of Transportation is anexcellent source of information on bidding,specifications, and approved contractors andmaterials. Consult with the appropriate officesof the Iowa DOT to obtain advice and informa-tion.

All contracts should include specific perfor-mance requirements, including beginning andending dates and number of working daysallowed. Appropriate penalties should be in-cluded to protect local agencies from incompleteand unsatisfactory work. If removal of existingmarkings is necessary, be sure to clearly statethis in the contract documents. When propri-etary or special durable materials are contracted,bidders should be properly qualified to accom-plish the work. Contractor certification by thematerial vendor may be desirable as a qualifica-tion prior to bidding. Testing and/or certificationof materials should also be expected. If a war-ranty is desired, this should also be included inthe contract stipulations. Knowledgeable andexperienced inspectors are a valuable asset inachieving high-quality results from pavementmarking contracts.

Some states are successfully using multi-year,performance-based specifications for pavementmarking placement. This procedure may be-come more commonplace in the future. How-ever, the quality and completeness of contractspecifications along with good inspection arekey to achieving desired results and avoidingdisagreements over performance.

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Broken center line (yellow)

Double center line (yellow)

WarrantiesFor best results, follow manufacturer recommen-dations closely, especially when specifying high-performance pavement marking materials.Whether material placement is accomplished byagency staff or contractor, procedures should beadequately monitored to assure specifications aremet. Review vendor warranties carefully toascertain whether materials purchased will meetexpected results. If failures occur, how will asettlement be made? Will the vendor replace atno cost to the agency? What initialretroreflectivity should be expected? How longwill minimum values be retained? All vendorsdo not offer detailed warranties for products, butlocal jurisdictions should request verificationthat expected results will be met.

Applications of Pavement and CurbMarkingsCenter Lines. For two-lane, two-way roads,center lines consist of:• normal, broken yellow lines where passing is

permitted.• a normal, broken yellow line and parallel

solid yellow line where passing is permittedin one direction.

• double, solid yellow lines where passing isprohibited in both directions.

Section 3B.01 of the MUTCD recommends useof center lines on paved rural arterials andcollectors with a width of 18 feet or greater andtraffic volumes exceeding 3000 ADT. Ruralroads not meeting these minimum characteristicscan also be considered for center-line applicationwhen warranted by an engineering study andjudgement. Where continuous center-line

markings are not used on low-volume ruralroads, short sections may be marked at specificlocations such as hills, curves, bridges, etc. todesignate the position of opposing traffic.Where center lines are placed, no passing zonelines should also be used where minimumpassing sight distances do not exist, at lanereduction transitions, and at approaches toobstructions that must be passed on the right.

For urban arterials and collectors, the MUTCDrecommends center lines be placed where road-ways are 20 feet or greater in width and trafficvolumes meet or exceed 4,000 ADT.

On traveled ways less than 16 feet in width, anengineering study should be used to determinewhether center-line markings should be placed.

Typical two-lane, two-way road applications areshown in the following illustrations and those onthe following page:

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Typical two-lane, two-way marking applications

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Lane Lines. Chapter 3B of the MUTCD recom-mends lane lines be used on roadways with twoor more adjacent traffic lanes with the samedirection of travel and at congested locationswhere the roadway will accommodate moretraffic lanes with lane lines than without. Lanelines, when used, are to delineate the separationof traffic traveling in the same direction. Theselines are white in color, normally 4 inches inwidth, and consist of either broken or solid lines.Broken lines indicate lane changing is permittedwith appropriate care and solid lines are used todiscourage lane changing. Double solid lines areused where crossing lanes is prohibited.

greater, where the edge is not delineated withcurbs or other markings.

• Other low-volume roads or locations whereengineering study or judgement indicatesneed.

On low-volume rural roads, edge-line markingsmay be used at specific locations, such as hori-zontal curves, narrow bridges or pavement widthreductions, curvilinear alignment, or otherlocations where needed, based on engineeringjudgement or study. Edge-line markings mayalso be used where restricting traffic fromshoulders or other areas with less structuralstrength than adjacent pavement is desirable.Edge-line markings can be used with or withoutcenter-line markings. Edge lines should not beplaced where engineering study or judgementindicates that safety may be adversely affected.

Solid lane line (white)

No Passing Zones. Requirements and applica-tion for no passing lines is described in the “NoPassing Zones” section of this manual and inSection 3B.02 of the MUTCD.

Edge Lines. Edge lines are used to delineatethe edges of the traveled way on paved road-ways. These markings have unique value asvisual reference guides for drivers at night andunder adverse weather conditions. When theselines are used, they should not be continuedthrough intersections but should be continuedacross driveways. Edge lines are normally 4inches in width and white in color on two-lane,two-way roads and streets. Edge lines should beplaced on these streets and highways per Section3B.07 of the MUTCD:• Rural arterials and collectors with a width of

20 feet or more and an ADT of 3,000 vpd or

Broken lane line (white)Left edge line, one way (yellow)

Right edge line (white)

Pavement Marking Extensions throughIntersections. Geometric conditions, such asskewed alignments, multiple turn lanes, complexdesigns, or crash history may warrant a need toconsider extension of longitudinal pavementmarkings through certain intersections. Thesemarkings, which can be either center lines orlane lines, may provide additional control andguidance for motorists. The MUTCD recom-mends such extensions be the same color and atleast the same width as the line being extended.Dotted or solid lines can be used for extensions

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with greater width or raised pavement markersutilized for additional emphasis. The followingdiagrams illustrate several options for pavementmarking extensions through intersections.

Offset lines continued through the intersection

Solid double turn lane lines

Dotted line markings to extend longitudinallane line markings

Pavement markings and signing for transitionsin lanes

Lane-Reduction Transition Markings. Onroads with pavement markings, Section 3B.09 ofthe MUTCD requires that lane-reduction mark-ings be used to guide traffic where pavementwidth changes to a lesser number of lanes. Ontwo-way roadways, no passing markings shall beused to prohibit passing in the direction ofconvergence and continue through the transitionarea. The MUTCD describes transition lengthcomputations. The following illustrations showrecommended signing and markings for severalsituations.

In addition, where a narrow bridge or abruptnarrowing of pavement width occurs, it is sug-gested that edge transition lines be added fortraffic guidance. The Iowa Department ofTransportation’s Manual on Pavement MarkingProgram recommends a transition length (taper)of 300 feet. Refer to the following illustrationfor suggested edge-line placement.

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Curb Markings. Curb markings, when used,are most often intended for delineation or toreinforce parking restrictions. When used fordelineation, curb markings should follow thegeneral principles of markings in Chapter 3A ofthe MUTCD. Colors for those markings wouldgenerally be either retroreflective yellow orwhite, depending on roadway design.

When used for no parking restrictions, curbmarkings may be used as a supplement to regula-tory signing, especially where curbs can beobliterated by snow, ice, or debris. When signsare not used, it is suggested that a legible wordmarking be stenciled on the curb, such as “NoParking.” Because yellow and white colors areroutinely used for delineation, Section 3B.21 ofthe MUTCD allows local authorities to prescribespecial colors as a supplement to standardsigning for parking regulations. Other colors,such as blue (to designate handicap parking), arealso permitted by the MUTCD.

Some jurisdictions have established guidelinesfor parking restrictions at intersections primarilybased on sight limitations for approachingtraffic. These restrictions can vary from aminimum of 10 feet from an established cross-walk for minor street approaches to 30 feet fromcrosswalks at signalized intersections.

All curb markings can be costly and labor inten-sive to apply and maintain; therefore, placementshould be carefully studied prior to initial instal-lation.

Edge-line transition at abrupt changes inpavement width or approaches to narrow

bridges

Curb markings (yellow or white)

Channelizing Markings. Channelizing mark-ings consist of minimum 8-inch wide or doublesolid lines. They can be yellow when used toseparate traffic traveling in opposite directions orwhite for traffic moving in the same direction. Acommon use of channelizing makings is to guidetraffic at entrance and exit ramps of inter-changes. However, these markings can alsoprovide valuable guidance assistance to motor-ists when an obstruction occurs in the middle ofa roadway, such as bridge piers or refuge andmedian islands. Additional emphasis can be

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obtained by crosshatching the triangle-shapedisland area with the same color markings as thechannelizing lines. Section 3B.10 of theMUTCD further describes requirements andapplication of channelizing markings.

Transverse Markings. Transverse pavementmarkings include stop bars, crosswalks, speedmeasurement markings, and miscellaneous linessuch as parking space markings. Section 3B.15of the MUTCD requires these markings to bewhite in color.

Stop bars are solid white lines, 12 to 24 inches inwidth, that extend across all approach lanes.These lines can be used in conjunction with Stopsigns or traffic signals where indication ofvehicle stopping location is important for pedes-trian safety, where crossings exist, or for motor-ist safety, such as at signalized railroad cross-ings.

Stop bars can be used in rural or urban locationsand with or without crosswalk markings. Whenused, stop bars should normally be placed 4 feetin advance of and parallel to marked crosswalks.Where crosswalks are not marked, stop linesshould be placed at the desired vehicle stoppingpoint, but not more than 30 feet nor less than 4feet from the intersecting roadway.

When used at Stop sign locations, stop barsshould be placed in line with the Stop sign.However, if the sign cannot be located at thispoint, the stop line should be placed at the

Channelizing markings (white and yellow)

recommended stopping point. Placement loca-tion for stop bars should always consider motor-ists’ vision of crossroad traffic from the stoppedposition. Also consider whether growing cropsmay restrict vision at certain times of the year.Drivers should be able to adequately viewapproaching traffic from the stop-bar position orthis marking will not be effective.

Stop bar (white)

Crosswalks. Crosswalks are used to guidepedestrians across intersections and roadways bydefining the most appropriate crossing path.These markings also warn motorists of pedes-trian crossing points. Crosswalks can be in-stalled at intersections controlled by trafficsignals or Stop signs and noncontrolled intersec-tions. When used in nonintersection applica-tions, these markings will legally establish thecrosswalk.

Section 3B.17 of the MUTCD requires thatcrosswalks consist of solid white lines markingboth edges of the crosswalk. Furthermore, theselines shall not be less than 6 inches nor morethan 24 inches in width and should not be placedless than 6 feet apart. It is also recommendedthat crosswalk lines extend entirely across thepaved roadway to discourage diagonal pedestriantravel where this movement is not intended.

For additional visibility, the area of the cross-walk may by marked with white diagonal lines.Increased durability can be gained by usingwhite longitudinal lines placed perpendicular tothe crosswalk. These lines may be 6 feet long,approximately 12 to 24 inches in width andspaced 12 to 60 inches apart. Spacing the mark-ings to avoid wheel paths will reduce wear.

Placement of crosswalks is encouraged by theMUTCD at intersections where substantial

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Typical crosswalksInternational Symbol of Access

parking-space marking

conflicts exist between vehicles and pedestrians.Marked crosswalks are also suggested at pointsof pedestrian concentration, such as loadingislands, midblock crossings, and locations wherea proper crossing may be difficult to identify.However, the MUTCD recommends that cross-walk markings not be installed indiscriminately.Engineering studies should be performed prior toplacement, particularly away from locationscontrolled by signals or Stop signs. Factors to beconsidered in studies include school zones,shopping areas, pedestrian and vehicle volumes,traffic speeds, sight distance, and various physi-cal features of the roadway. The type and age ofpedestrians are also important factors to con-sider.

At nonintersection locations, appropriate warn-ing signs and parking restrictions are necessarysince pedestrian crossings may be unexpected.

A typical crosswalk line and several options formarking crosswalks are shown in the followingfigures.

Crosswalk line (white)

For discussion of supplemental crosswalk identi-fication devices, please refer to the article “Mov-able Stop Signs for School Zones” (G6) in thismanual.

Parking Spaces. The marking of parkingspaces will encourage more efficient use ofavailable parking along public streets. Markingscan also be used to prevent encroachment at firehydrants, bus stops, loading zones, intersectionapproaches, and other locations where parkingrestrictions are established. Please refer toSection 3B.18 of the MUTCD for more detailedinformation. Typical parking spaces are shownin the figures on the following page.

Parking-space markings are always white, withthe exception that blue may be used to designateparking for persons with disabilities. The Inter-national Symbol of Access (ISA) marking can beused in each space reserved for that purpose. Ablue background with white border may supple-ment the wheelchair symbol as shown in thefollowing figure.

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Suggested parking-space markings

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Words and Symbols. Words and symbols canbe placed on the pavement surface to provideguidance, warning, or regulation for traffic.Symbols are preferred over word messages.Section 3B.19 of the MUTCD requires thesemarkings to be white in color. The designshould comply with the FHWA’s StandardAlphabet for Highway Signs and PavementMarkings. Use of these markings has beenfound to reduce crashes in mandatory turn lanesand at approaches to stop and yield-controlledintersections. Typical words and symbols in-clude the following:• Regulatory—Stop, Yield, Right or Left Turn

Only, arrows, or speed limitations• Warning—Stop Ahead, Yield Ahead, Signal

Ahead, and School, Pedestrian, or RR X-ing• Guide—various route designations or street

names

For maximum effectiveness, the followingrecommendations are listed for word and symbolmarkings:• Large letters and numerals should be a

minimum of 6 feet in height. Larger letteringand symbols improve visibility.

• No more than three lines of informationshould be presented at one location.

• If more than one line of message is included,the first word should be nearest approachingdrivers.

• Spacing between words or symbols should beat least four times the height of thosecharacters for low speed roads, but nevermore than ten times that height.

• Words and symbols should cover no morethan one lane width, except for Schoolmarkings, which may extend over two lanes.

• For mandatory turn lanes, lane-use arrows andthe word “only” should be used. In addition,standard signing as described in Part 2 of theMUTCD should be installed.

• The word “stop” must not be used unlessaccompanied by a stop line and Stop sign.This message is also not appropriate unless allvehicles are required to comply at all times.

• Use of nonstandard word messages andmarkings should be avoided.

Through lane-use arrow

Turn lane-use arrow

Turn and through lane-use arrow

Wrong way arrow

Wrong way arrow

The following figures illustrate several typicalword and symbol markings.

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Typical lane-use control word and symbolmarkings

“XING” marking

“Only” marking

Lane-reduction arrow

The markings shown here are standard sizesfor normal installation. Sizes may be reducedapproximately one-third for low-speed urbancondition. Larger sizes may be needed forfreeways, above average speeds, and othercritical locations. A narrow elongated arrowdesign is optional. For proper proportion, seeStandard Alphabet of Highway Signs andPavement Markings (FHWA).

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“School” marking, one-lane approach

“School” marking, two-lane approach

Typical yield ahead triangle symbols

New Symbols. The millennium edition of theMUTCD contains several additional symbols andmarkings, such as• Yield Ahead symbols• markings for roundabouts and other circular

intersections• advance warning markings for speed humps

and tables

Examples of these markings are shown in thefollowing figures.

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Advance warning markings for speed humps

Detail of advance warning for speed humps

Typical markings for roundabouts,one lane

Typical markings for roundabouts,two lanes

As an option, advance pavement wording suchas “bump” or “hump” may be used prior to aspeed hump, either alone or in conjuction withadvance speed hump markings.

Section 2C.22 of the MUTCD describes the useof a Speed Hump sign (W17-1) to warn of thesevertical deflections.