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620.2 Pavement and Curb Markings (MUTCD Chapter 3B): Difference between revisions

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==620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)==
[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==


'''Standard.''' Centerline pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.
'''Standard. '''Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.


'''Option.''' Centerline pavement markings may be placed at a location that is not the geometric center of the roadway.
The center line markings on two-lane, two-way roadways shall be one of the following as shown in [[#fig3b1|Figure 620.2.1.1]]:
:A. Two-direction passing zone markings consisting of a normal width broken (intermittent) yellow line where crossing the center line markings for passing with care is permitted for traffic traveling in either direction;
:B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal width broken (intermittent) yellow line and the other is a normal width solid yellow line, where crossing the center line markings for passing with care is permitted for the traffic traveling adjacent to the broken (intermittent) line, but is prohibited for traffic traveling adjacent to the solid line; or
:C. Two-direction no-passing zone markings consisting of two normal width solid yellow lines where crossing the center line markings for passing is prohibited for traffic traveling in either direction.


'''Standard.''' The centerline markings on two-lane, two-way roadways shall be one of the following as shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]]:
A single solid yellow line shall not be used as a center line marking on a two-way roadway.
:A. Two-direction passing zone markings consisting of a normal broken yellow line where crossing the centerline markings for passing with care is permitted for traffic traveling in either direction;
:B. One-direction no-passing zone markings consisting of a double yellow yellow line, one of which is a normal broken yellow line and the other is a normal solid yellow line where crossing the centerline markings for passing with care is permitted for the traffic traveling adjacent to the broken line, but is prohibited for traffic traveling adjacent to the solid line; or
:C. Two-direction no-passing zone markings consisting of two normal solid yellow lines where crossing the centerline markings for passing is prohibited for traffic traveling in either direction.


A single solid yellow line shall not be used as a centerline marking on a two-lane roadway.
Except where a two-way left-turn lane (see [[#620.2.6| EPG 620.2.6]]) is present, the center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of normal width double solid yellow lines separated by 4 in. as shown in [[#fig3b2|Figure 620.2.1.2]].


The centerline markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of a solid double yellow line separated by 4 in. as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]].
 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="A. A two-lane roadway is shown with a centerline marking of a broken yellow line. A solid white line is marked on the outside edge of each lane.
B. Segments of a two-lane roadway are shown with centerline markings of a single broken yellow line marked for “Two-direction passing zone;” a solid yellow line adjacent to one lane and a broken yellow line adjacent to the other lane marked for “One-direction no passing zone;” and a double solid yellow line marked for “Two-direction no passing zone.” A solid white line is marked on the outside edge of each lane."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]


See [[620.1 General (MUTCD Chapter 3A)#620.1.5 Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.05)|Widths and Patterns of Longitudinal Pavement Markings]] for line patterns.
 


'''Option.''' Centerline marking combinations may be accomplished using a 2 line or 3 line system.
{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="A. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a centerline marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.
B. A vertical, five-lane roadway is shown composed of two through lanes in each direction of travel and a fifth, center lane used for left turns only. The roadway has markings of a solid double yellow line and alternating left-turn channels marked with a solid white line to separate the turn lane from through traffic lanes traveling in the same direction. An “optional dotted extension” to the solid white line is shown where the left-turn channels begin. An island is shown formed by the solid double yellow lines at the base of the left-turn channel. This island is shown with “optional yellow diagonal markings.” The turn lanes have solid white left-turn arrows marked on the pavement.
C. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a median greater than three feet with marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications<!--br/><br/>'''Note:'''<br/><ol style="padding-inline-start:0; margin-left: 1.2em;"><li>See [[--|Sections 3B.20]] and [[--|3B.23]] for provisions on lane-use arrows.</li><li>Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].</li></ol-->]]


'''Standard.''' Those routes that currently are marked using a 3 line system, for centerline markings shall be maintained using the same system until such time as the line is obliterated.
'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system.  The 3-line system is no longer used by MoDOT.


On those routes that are receiving a 2 line system on only part of the route, the break between the 2 line and 3 line systems shall be at an appropriate transition point.
'''Standard. '''Highways that are currently marked using a 3-line center line marking system shall be maintained using the 3-line system until the center line markings are obliterated.


'''Option.''' The transition point between a 2 line and 3 line system may be a controlled intersection, railroad crossing, or the leading edge of a bridge deck.
After a 3-line center line is obliterated from the entire route or a significant portion of the highway, the center line shall be replaced using the 2-line system.


'''Guidance.''' After the centerline is obliterated from the entire route, or a significant portion of the route, it should be replaced using the 2 line systems.
[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.  


On two-way roadways with three through lanes for moving motor vehicle traffic, two lanes should be designated for traffic in one direction by using one- or two-direction no-passing zone markings as shown in [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].
'''Guidance. '''On two-way roadways with an additional climbing/truck lane in the upgrade direction, the opposing directions of traffic should be separated by using one-direction or two-direction no-passing zone markings.  


'''Standard.''' Centerline markings shall be placed on all paved roads that have traveled ways 18 ft. or wider. Centerline markings shall also be placed on all paved two-way streets or highways that have three or more lanes for moving motor vehicle traffic.
'''Standard. '''On two-way roadways with alternating passing lanes, the opposing directions of traffic shall be separated by using two-direction no-passing zone markings (See [https://www.modot.org/media/16896#page=2 Standard Plan 620]).


'''Guidance.''' Engineering judgment should be used in determining whether to place centerline markings on traveled ways that are narrower than 18 ft. because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support centerline markings.
'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].


'''Standard.''' Diversion bubbles shall be marked using 2 solid yellow lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions, and each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as cross-hatching inside the bubble, if used, shall also be yellow in color (See [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]).
=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==


'''Guidance.''' The taper length of transition zones should not be less than taper length calculated using the equations L = S x W or L = WS2/60 as defined in [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings]]. Installation of these markings should conform to the established general patterns.
'''Standard. '''Center line markings shall be placed on all paved undivided two-way streets or highways that have a traveled way of 18 feet or more in width. Center line markings shall also be placed on all paved undivided two-way streets or highways that have three or more lanes for moving motor vehicle traffic.


==620.2.2 No-Passing Zone Pavement Markings and Warrants (MUTCD Section 3B.02)==
'''Guidance. '''Engineering judgment should be used in determining whether to place center line markings on traveled ways that are less than 18 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support center line markings.


'''Standard.''' No-passing zones shall be marked by either the one direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described previously and shown in [[#Fig. 620.2.2.0.1|Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications]] and [[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications]].


When centerline markings are used, no-passing zone markings shall be used on two-way roadways at lane reduction transitions (see [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|Lane Reduction Transition Markings (MUTCD Section 3B.09)]]) and on approaches to obstructions that must be passed on the right (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|Approach Markings for Obstructions (MUTCD Section 3B.10)]]).
{{SpanID|fig3b7}}
[[File:Figure 620.2.2 Example of Two-Way, Left-Turn Marking Applications.png|thumb|center|800px|alt=Two examples of vertical, five-lane roadways are shown, with two southbound lanes on the left, two northbound lanes on the right, and a fifth center lane for left turns. At the top and bottom of the first example, the center lane is separated from the innermost through lanes by a solid white line on one side and a solid double yellow line on the other side. A left-turn arrow is shown between these lines in advance of intersecting cross streets. In the middle of this example, between the intersecting cross streets, in the center lane, an island is shown formed by solid double yellow lines on the outside and “optional yellow diagonal markings” on the inside. Below the island, the solid double yellow lines change to a solid yellow line on the outside and a broken yellow line on the inside. Two sets of opposing left-turn arrows are shown inside this pattern of broken and solid yellow lines. Continuing below the opposing left-turn arrow, this pattern changes to a double solid yellow on one side and a left-turn channel marked with an “optional dotted extension” followed by a solid white line on the other side. A single, left-turn arrow is shown between these pavement markings. The second example shows the center lane separated from the innermost through lanes with a pattern of broken yellow lines on the inside of solid yellow lines with two set of opposing left-turn arrows inside this pattern. Driveways are shown intersecting the vertical roadway at the locations of the opposing arrows. At the bottom of this example, south of the intersecting driveways, in the center lane, the pattern of broken and solid yellow lines changes to solid double yellow lines. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes just above another intersecting driveway. Two left-turn arrows are shown in between these pavement markings. South of this intersection, the center lane is shown separated by a solid white line and a solid double yellow line with a left-turn arrow in between.


On two-way, two- or three-lane roadways where centerline markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.
|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications<!--br><br>'''Note:'''<br><ol><li>Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].</li></ol-->]]


On roadways with centerline markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum necessary for reasonably safe passing at the 85th-percentile speed or the posted or statutory speed limit, whichever is higher, as shown in [[#Table 620.2.2.1 Minimum Passing Sight Distances|Table 620.2.2.1 Minimum Passing Sight Distances]]. The passing sight distance on a vertical curve is the distance at which an object 3.5 ft. (above the pavement surface can be seen from a point 3.5 ft. above the pavement (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves). Similarly, the passing sight distance on a horizontal curve is the distance measured along the centerline (or right-hand lane line of a three-lane roadway) between two points 3.5 ft. above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see Figure 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves).
=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==


'''Guidance.''' Where the distance between successive no-passing zones is less than 400 ft., no-passing markings should connect the zones.
'''Standard.''' No-passing zones shall be marked by either the one-direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described in [[#620.2.1|EPG 620.2.1]] and shown in [[#fig3b1|Figure 620.2.1.1]].


No passing zones should also be provided for a distance of 120 ft. in advance of intersections requiring traffic to stop, including intersections controlled by either stop signs or signals.
No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.


'''Standard.''' Where the no passing zone crosses a speed limit boundary, such as at city limits, the no passing zone shall be logged using the criteria for that section of roadways based on the posted speed limit or 85th percentile speed, whichever is greater only if there is a sufficient length of roadway to warrant this change.
No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.
No-passing zone markings shall be used on approaches to highway-rail grade crossings in conformance with [http://mutcd.fhwa.dot.gov/index.htm MUTCD Section 8B.27].  The minimum length of a no-passing zone on a railroad crossing approach shall be 500 feet.


'''Option.''' In addition to pavement markings, no-passing zone signs (see [[903.5 Regulatory Signs#903.5.25 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.29)|DO NOT PASS Sign]], [[903.5 Regulatory Signs#903.5.26 PASS WITH CARE (R4-2) (MUTCD Section 2B.30)|PASS WITH CARE Sign]], and [[903.6 Warning Signs#903.6.37 NO PASSING ZONE Sign (W14-3) (MUTCD Section 2C.35)|NO PASSING ZONE Sign]]) may be used to emphasize the existence and extent of a no-passing zone. The approval of the State Traffic Engineer is required before signs are used to enhance no-passing zones.


'''Support.''' Section 11-307 of the “Uniform Vehicle Code (UVC) Revised” contains further information regarding no-passing zones. The “UVC” can be obtained from the [www.ncutlo.org National Committee on Uniform Traffic Laws and Ordinances].
{{SpanID|fig620.2.3.1}}
[[File:Figure 620.2.3.1 Marking Uphill Truck Lane.png|thumb|center|850px|alt=A horizontal roadway is shown with one lane in the eastbound direction and one lane in the westbound direction. An uphill truck lane is introduced in the eastbound direction. The pavement markings allow passing in the westbound direction and do not allow passing in the eastbound direction. In the right side of the figure, the uphill truck lane is terminated and the eastbound direction converts back to a single travel lane.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane<!--br><br>'''Notes:'''<br><ol style="margin-left: 1.2em;"><li>X = Minimum length of 500' or 1/2L, whichever is greater.</li><li>See [[--|Section 3B.12]] for Lane-Reduction Transitions.</li></ol-->]]


'''Guidance.''' The centerline marking on multi-lane, undivided roadways with 4 or more lanes should be marked using 2 solid yellow lines, 4 in. wide and separated by a minimum of 4 inches.


<div id="Fig. 620.2.2.0.1"></div>
'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.
[[Image:620.2.2.0.1 3B1.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.1, Examples of Two-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-1)'''</center>]]


'''Standard. '''On two-way, two-lane or non-continuous three-lane roadways, such as uphill truck or passing lanes, where center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.


<div id="Fig. 620.2.2.0.2"></div>
On roadways with center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in [[#tab620.2.3|Table 620.2.3]] for the posted speed limit or the 85th-percentile speed.
[[Image:620.2.2.0.2 3B2.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.2, Examples of Four-or-more-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-2)'''</center>]]


<div id="Fig. 620.2.2.0.3"></div>
{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
[[Image: Fig. 620.2.2.0.3.jpg|thumb|center|700px|<Center>'''Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays'''</center>]]
<center>
 
{| class="wikitable" style="text-align: center;"
<div id="Fig. 620.2.2.0.4"></div>
|+ '''Table 620.2.3''' Minimum Passing Sight
[[Image:620.2.2.0.4 3B3.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD Fig. 3B-3)'''</center>]]
Distances for No-Passing Zone Markings
 
|-
 
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
'''Standard.''' In no case shall a no passing zone be less than 500 ft. long. If the calculated no passing zone is less than 500 ft., an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.
|-
 
| 25 mph || 500 feet
On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone shall be provided in the center lane as shown in [[903.13 Typical Signing Applications#Figure 903.13.24 Typical Signing for Passing Lanes|Figure 903.13.24 Typical Signing for Passing Lanes]]. A lane transition shall be provided at each end of the buffer zone.
 
The buffer zone shall be a flush median island formed by two sets of double yellow centerline markings that is at least 50 ft. long.
 
'''Guidance.''' For three-lane roadways having a posted or statutory speed limit of 45 mph or greater, the lane transition taper length should be computed by the formula L = WS for speeds in mph. For roadways where the posted or statutory speed limit is less than 45 mph, the formula L = WS2/60 for speeds in mph should be used to compute taper length. Under both formulas, L equals the taper length in feet, W equals the width of the center lane or offset distance in feet, and S equals the 85th-percentile speed or the posted or statutory speed limit, whichever is higher.
 
'''Standard.''' The minimum lane transition taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.
 
When used to delineate between climbing lanes on long grades, a no passing zone shall be provided on the taper as well as a distance of 1/2 the taper length in advance of and following the taper.
 
'''Guidance.''' The tangent line should not extend beyond the right-of-way line. Consideration should be given to vegetation or any other seasonal variations when determining the locations of no passing zones (see [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]]).
 
When performing a speed study, an attempt should be made to complete a minimum of 1 study per 10-mile section of roadway, each at a typical section of the roadway. This spacing may vary depending on the degree of uniformity, varying geometrics, cross sections and roadside development. Generally, the criteria determined for a route should be consistent throughout its entire length, without fluctuation due to short changes in terrain that could produce lower speeds. Substantial sections of roadway that have been reconstructed, and thereby provide an increased prevailing speed, should be considered independently of the overall route.
 
'''Support.''' The beginning of a no-passing zone at point “a” in [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves]] is that point where the sight distance first becomes less than that specified in [[#Table 620.2.2.1|Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings]]. The end of the no-passing zone at point “b” in Fig. 620.2.2.2.1 Method of Locating and Determining the Limit of No-Passing Zones at Curves is that point at which the sight distance again becomes greater than the minimum specified.
 
The values of the minimum passing sight distance that are shown in Table 620.2.2.1 are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design by AASHTO's ''A Policy on Geometric Design of Highways and Streets''.
 
'''Guidance.''' The lane delineation between the climbing lanes provided on long grades, and the descending lane, should be accomplished using centerline markings. In these cases, if the conditions are adequate, a passing zone should be provided for traffic traveling in the single, down grade, lane. A no passing zone should be provided for the length of the climbing lanes for traffic traveling up grade. The up grade climbing lanes should be delineated from each other using a white broken line (see [[#Fig. 620.2.9.2|Fig. 620.2.9.2 Standard Pavement Markings for Climbing Lanes]]).
 
===620.2.2.1 Establishing and Recording No Passing Zones===
 
'''Standard.''' The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance.  This distance will mark the beginning and end of the no passing zone section where a target, 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, who's eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.
 
'''Guidance.''' The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used.  A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.
 
'''Option.''' Once determined, the beginning and end of no passing zones may be marked on the pavement by using an aerosol spray paint or a paint brush.
 
'''Standard.''' MoDOT has made available to the districts an electronic system that shall be used in documenting no-passing zones.
 
<div id="Table 620.2.2.1"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=700px align="center"
|+ '''Table 620.2.2.1 Minimum Passing Sight Distances for No-Passing Zone Markings (MUTCD Table 3B-1)'''
! style="background:#BEBEBE"| 85th Percentile of Posted or Statutory Speed Limit (mph) !! style="background:#BEBEBE"| Minimum Passing Sight Distance (ft.)
|-
|-
| 25 || 450
| 30 mph || 500 feet
|-
|-
| 30 || 500
| 35 mph || 550 feet
|-
|-
| 35 || 550 
| 40 mph || 600 feet
|-
|-
| 40 || 600
| 45 mph || 700 feet
|-
|-
| 45 || 700
| 50 mph || 800 feet
|-
|-
| 50 || 800 
| 55 mph || 900 feet
|-
|-
| 55 || 900
| 60 mph || 1,000 feet
|-
|-
| 60 || 1,000 
| 65 mph || 1,100 feet
|-
|-
| 65 || 1,100 
| 70 mph || 1,200 feet
|-
|-
| 70 || 1,200
|}
|}
</center>


===620.2.2.2 Centerline Markings On Bridges===


'''Standard.''' The centerline markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.


Centerline markings shall not be placed on one lane bridges. When dealing with this type of bridge, the centerline markings shall stop a distance of five 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving centerline marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)|Edgeline Pavement Markings (MUTCD Section 3B.06)]]).
{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="A. A horizontal cross-section of a vertically curving roadway is shown, with the left and right halves labeled “Pavement profile.” At the far left, a vertical broken black line is labeled “a.” Farther right, just in advance of the crest of the curve, another vertical broken black line is labeled “b’.” To the right of the crest of the curve, a vertical broken black line is labeled “b,” and at the far right, another is labeled “a’.” On the left, a leader arrow points to line “a” and another to line “b” from the label “No-passing zone, a to b (in direction indicated).” On the right, a leader arrow points to line “a’” and another to line “b’” from the label “No-passing zone, a’ to b’ (in direction indicated).”At points on each of the four vertical black lines, a point above the surface of the pavement is labeled “3.5 ft.” A broken black line connecting these points on lines “a” and “b’” is labeled “Line of sight,” and another connecting these points on lines “b” and “a’” is also labeled “Line of sight.”On the left, a leader arrow points to line “a” and another to line “b’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.” On the right, a leader arrow points to line “b” and another to line “a’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.”
B. A horizontal two-lane roadway is shown with a curve in the middle portion. Symbols for a house and trees are shown south of (on the inside of) the curve. The lanes are separated by a broken yellow line.  
At the left end of the roadway, a broken black line is shown across the width of the roadway and is labeled “a.” To the right, another broken black line is shown across the roadway and is labeled “b.” The dimension from “a” to “b” is labeled “No-passing zone, a to b (in direction indicated).” Between these two points, a solid yellow line is shown to the right of the broken yellow line between the lanes.
At the right end of the roadway, a broken black line is shown across the width of the roadway and is labeled “b’.” Farther to the right, another broken black line is shown across the roadway and is labeled “a’.” The dimension from “a’ to b’” is labeled “No-passing zone, a’ to b’ (in direction indicated).” Between these points, a solid yellow line is shown to the right of the broken yellow line between the lanes.
Two broken black lines denote distances labeled “Lines of sight.” One connects the point where the broken black line labeled “a” intersects the center of the roadway to the point where the line labeled “b’” intersects the center of the roadway, and the other connects the point where the line labeled “b” intersects the center of the roadway to the point where the line labeled “a’” intersects the center of the roadway.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]


<div id="Fig. 620.2.2.2.1"></div>
[[Image:620.2.2.2.1 3B4.jpg|thumb|center|780px|<center>'''Fig. 620.2.2.2.1, Method of Locating and Determining the Limit of No-Passing Zones at Curves (MUTCD Fig. 3B-4)'''</center>]]


<div id="Fig. 620.2.2.2.2"></div>
'''Support.''' The values of the minimum passing sight distance that are shown in [[#tab620.2.3|Table 620.2.3]] are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design in the “AASHTO Green Book – A Policy On Geometric Design Of Highways And Streets”.
[[Image:620.2.2.2.2 3B5.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.2, Example of Application of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane (MUTCD 3B-5)'''</center>]]


<div id="Fig. 620.2.2.2.3"></div>
The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see [[#fig3b4|Figure 620.2.3.2]]). Similarly, the passing sight distance on a horizontal curve is the distance measured along the center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see [[#fig3b4|Figure 620.2.3.2]]).
[[Image:620.2.2.2.3 3B6.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.3, Example of Reversible Lane Marking Application (MUTCD 3B-6)'''</center>]]


<div id="Fig. 620.2.2.2.4"></div>
The upstream end of a no-passing zone at point “a” in [[#fig3b4|Figure 620.2.3.2]] is that point where the sight distance first becomes less than that specified in [[#tab620.2.3|Table 620.2.3]]. The downstream end of the no-passing zone at point “b” in [[#fig3b4|Figure 620.2.3.2]] is that point at which the sight distance again becomes greater than the minimum specified.
[[Image:620.2.2.2.4 3B7.jpg|thumb|center|700px|<center>'''Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)'''</center>]]


==620.2.3 Other Yellow Longitudinal Pavement Markings (MUTCD Section 3B.03)==
'''Standard. '''Where the distance between successive no-passing zones is less than 500 feet, no-passing zone markings shall connect the zones. If the calculated no passing zone is less than 500 feet, an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.


'''Standard.''' If reversible lanes are used, the lane line pavement markings on each side of reversible lanes shall consist of a normal broken double yellow line to delineate the edge of a lane in which the direction of travel is reversed from time to time, such that each of these markings serve as the centerline markings of the roadway during some period (see [[#Example of Reversible Lane Marking Application)|Example of Reversible Lane Marking Application)]]).
'''Guidance. '''No-Passing Zone signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.43|EPG 903.3.43]]) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.


Signs (see [[903.5 Regulatory Signs#903.5.21 REVERSIBLE LANE CONTROL Signs (R3-9d, R3-9f through R3-9i)(MUTCD Section 2B.25|REVERSIBLE LANE CONTROL Signs)]]), lane-use control signals (see Chapter 4M of [http://mutcd.fhwa.dot.gov/index.htm MUTCD]), or both shall be used to supplement reversible lane pavement markings.
{{SpanID|fig3b5}}
[[File:Figure 620.2.3.3 Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane.png|thumb|center|850px|alt="Segments of a vertical three-lane roadway are shown. A solid double yellow line is shown separating each lane from the others with the notation “Two directional no passing marking.” At the top and bottom of the figure where one segment (two total) of a broken white line shown to separate the two southbound lanes and the two northbound lanes, respectively. From the top and bottom of the figure, two lanes are shown transitioning to one lane. Before the taper begins, a solid white arrow is shown marked on the pavement pointing diagonally to the outer edge of the outside travel lane. A solid double yellow line is shown adjacent to each outside lane in this taper. The length of this taper is shown and labeled “Buffer zone.”  Each taper and buffer zone between the solid double yellow lines is shown with “optional yellow diagonal markings.” |'''Figure 620.2.3.3''' Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane]]


If a two-way left-turn lane that is never operated as a reversible lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal broken yellow line and a normal solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#Fig. 620.2.2.2.4|Example of Two-Way, Left-Turn Marking Applications]].


White two-way left-turn lane-use arrows shall be used to indicate the proper use of these lanes. The left turn arrows shall be installed in pairs, one arrow per direction.
'''Standard. '''On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone, consisting of a flush median island (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3| EPG 620.9.3]]) at least 50 feet in length, shall be provided in the center lane as shown in [[#fig3b5|Figure 620.2.3.3]]. A lane-reduction transition (see [[#620.2.14|EPG 620.2.14]]) shall be provided approaching each end of the buffer zone.


'''Option.''' Additional signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. Two way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|Two-Way Left-Turn Lanes]].
On multi-lane, undivided roadways with two or more lanes in each direction, a minimum of one double yellow center line shall be used to separate the opposing directions of travel. If pavement width is available, the preferred center line marking would provide a painted median formed by two double yellow center lines separated by a minimum of 12 inches to provide greater separation between opposing lanes of travel.  


'''Guidance.''' The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (See [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]) on the route containing this type of lane.
On continuous three-lane (passing lane) sections of roadway, the center line markings shall consist of two double yellow center lines separated by a minimum of 12 inches to separate the opposing directions of travel. See [[903.15 Typical Signing Applications#Figure_903.15.24_Typical_Signing_for_Passing_Lanes|Figure 903.15.24]] and [[232.2 Passing Lanes|EPG 232.2]] for additional guidance on passing lanes.


Signs should be used in conjunction with the two-way left turn markings (see [[903.5 Regulatory Signs#903.5.20 TWO-WAY LEFT TURN ONLY/CENTER LANE ONLY Signs (R3-9a, R3-9b)(MUTCD Section 2B.24)|TWO-WAY LEFT TURN ONLY/CENTER LANE ONLY Signs]]).
On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.  


'''Standard.''' If a continuous flush median island formed by pavement markings separating travel in opposite directions is used, two sets of double solid yellow lines shall be used to form the island as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-Lane Undivided, Two-Way Marking Applications]] and [[#Fig. 620.2.2.2.1|Fig. 620.2.2.2.1, Examples of Three-Lane, Two-Way Marking for Changing Direction of the Center Lane]]. Other markings in the median island area shall also be yellow, except crosswalk markings which shall be white (see [[#620.2.18 Crosswalk Markings (MUTCD Section 3B.18)|Crosswalk Markings]]).
For the descending direction of travel, no-passing zone markings shall be provided for a minimum length of 500 feet or ½ the taper length (L), whichever is greater, in advance of and beyond the location where the uphill truck lane becomes full width (see [[#fig3b5|Figure 620.2.3.3]]). The length of any no-passing zone related to an uphill truck lane segment shall be increased to address sight distance limitations or based on engineering judgement.


'''Option.''' Markings may be used to form islands as shown in [[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3 Marking for Median Islands for Left Turn Bays]].
'''Option.''' A passing zone may be provided in the descending direction of travel within the uphill truck lane full-width segment being based on available sight distance and engineering judgement.  


==620.2.4 White Lane Line Pavement Markings and Warrants (MUTCD Section 3B.04)==


'''Standard.''' When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.
{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[File:Figure 620.2.3.4 Marking for Median Islands for Left Turn Bays.png|thumb|center|800px|alt=Two examples of horizontal, four-lane roadways are shown, with two westbound lanes on the top, two eastbound lanes on the bottom, and an eastbound left turn lane. A left-turn arrow marking is shown in the turn lanes.  Before the turn lanes, an island is shown formed by solid double yellow lines on the outside and on the inside. The first example shows the island in the median with a shifting taper with dimension label "L" towards the east before the beginning of the left-turn lane and also shows a closing taper one hundred feet from the beginning of the turn lane to the middle of the turn lane. The second example shows the island  in the median similar to the first example except excluding the closing taper.  A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays<!--br><br>'''Note:'''<br><ol><li>Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].</li></ol-->]]


Lane line markings shall be used on all freeways and interstate highways.


Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel, except as required for reversible lanes.  
'''Standard. '''Median bubbles shall be marked using double yellow center lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions. Each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as diagonal lines inside the bubble, if used, shall also be yellow in color (See [[#fig620.2.3.4|Figure 620.2.3.4]]).


'''Guidance.''' Lane line markings should also be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.  
'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.


The lane width delineated by lane line pavement markings should not be less than 10 ft., with 12 ft. as the standard dimension.
=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==


'''Standard.''' White lane line, intermittent pavement markings on new concrete pavements shall be enhanced by the use of contrast markings.
'''Standard. '''The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, whose eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.


'''Support.''' Examples of lane line markings are shown in the following figures:
The line of sight used by the trailing vehicle observer shall remain within the limits of the pavement and/or shoulder. Due to current mowing practices, sight distance viewed across any other right of way can be obscured at various times of the year due to seasonal vegetation and right of way which has not been mowed (see [[#fig3b4|Figure 620.2.3.2]]).


:[[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications (MUTCD 3B-2)]]
'''Guidance. '''The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.


:[[#Fig. 620.2.2.0.3|Fig. 620.2.2.0.3, Marking for Median Islands for Left Turn Bays]]
'''Support. '''The most effective way to maintain spacing between vehicles is to space the two vehicles apart the required sight distance and zero out the distance measuring equipment (DME). As the two vehicles move forward, the lead vehicle broadcasts the distance displayed on their DME to the trailing vehicle who works to match the distance on their DME device.  


:[[#Fig. 620.2.2.0.4|Fig. 620.2.2.0.4, Examples of Three-Lane, Two-Way Marking Applications (MUTCD 3B-3)]]
This method of determining no passing zones can be challenging and requires two vehicles, multiple people, and slower travel speeds to be accomplished safely. For longer road segments, on-call contractor-based measurement and reporting systems could be used.


:[[#Fig. 620.2.2.2.3|Fig. 620.2.2.2.3, Examples of Reversible Lane Marking Application (MUTCD 3B-6)]]
=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==


:[[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application (MUTCD 3B-7)]]
'''Standard. '''The center line markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]


:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]
Center line markings shall not be placed on one lane bridges. When dealing with this type of bridge, the center line markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving center line marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.12|EPG 620.2.12]]).


:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]
=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==


:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]
'''Support.''' Two-way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|EPG 232.3]].


:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]
'''Standard. '''If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal width broken (intermittent) yellow line and a normal width solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken (intermittent) line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#fig3b7|Figure 620.2.2]].


:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]
'''Standard. '''White two-way left-turn lane-use arrows shall be used at or just downstream from the beginning of a two-way left-turn lane to indicate the proper use of these lanes. The left-turn arrows shall be installed in pairs, one arrow per direction.


:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]
'''Guidance. '''The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (see [[#fig3b7|Figure 620.2.2]]) along a two-way left-turn lane.


:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]
'''Standard. '''A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.


:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]
'''Guidance. '''Signs should be used in conjunction with the two-way left-turn markings (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.29|EPG 903.2.29]]).


:[[#Fig. 620.2.7|Fig. 620.2.7, Edgeline Striping for At Grade Intersections]]
Two-way left-turn lane markings should not extend to intersections (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]).


:[[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1, Examples of Applications for Lane-Reduction Transition marking (MUTCD 3B-14)]]
'''Option.''' Two-way left-turn lanes may be transitioned to mandatory left-turn lanes as shown in [[#fig3b7|Figure 620.2.2]] or painted median islands where they approach an intersection.


:[[#Fig. 620.2.9.2|Fig. 620.2.9.2, Standard Pavement markings for climbing Lanes]]
'''Support.''' [[913.1 General (MUTCD Chapter 8A) #913.1.6|EPG 913.1.6]] contains guidance information for discontinuing a two-way left-turn lane in the immediate vicinity of a highway-rail or highway-LRT grade crossing.


:[[#Fig. 620.2.10.2|Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2) (MUTCD 3B-15)]]
=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==
'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.


:[[#Fig. 620.2.10.3|Fig. 620.2.10.3, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2) (MUTCD 3B-15)]]
Lane line markings shall be used on all freeways and Interstate highways. Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel.


'''Guidance. '''Lane lines should be offset approximately 2 in. from the longitudinal pavement joint. The 2 in. offset should be the space between the longitudinal joint and the edge of the lane line. See [https://www.modot.org/media/16896 Standard Plan 620]


'''Standard.''' Where crossing the lane line markings with care is permitted, the lane line markings shall consist of a normal broken white line (See [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)]]).
Lane line markings should be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.


A dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent lane for any of the following conditions:
The lane width delineated by lane line pavement markings should not be less than 10 feet.
:A. A deceleration or acceleration lane,


:B. A through lane that becomes a mandatory exit or turn lane,
'''Support. '''Examples of lane line markings are shown in [[#fig3b2|Figure 620.2.1.2]], and [[#fig3b7|620.2.2]] through [[#fig620.2.7.2|620.2.7.2]].


:C. An auxiliary lane 2 miles or less in length between an entrance ramp and an exit ramp, or
'''Standard.''' Except as provided in the first paragraph of [[#620.2.8| EPG 620.2.8]], where crossing the lane line markings with care is not discouraged or prohibited, the lane line markings shall consist of a normal width broken (intermittent) white line.


:D. An auxiliary lane 1 mile or less in length between two adjacent intersections.
Broken (intermittent) white lane line pavement markings and dotted lane line markings on new concrete pavements shall be enhanced by the use of contrast markings (see [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]]).


For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the full-width deceleration lane to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.
Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.


'''Option.''' For exit ramps with a parallel deceleration lane, a normal width dotted white line extension may be installed in the taper area upstream from the full-width deceleration lane as shown in "A" of Fig. 620.2.5.1 and "C" of Fig. 620.2.5.2.
'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.


For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension may be installed from the theoretical gore through the taper area such that it meets the edgeline at the upstream end of the taper as shown in "A" of Fig. 620.2.5.1.
'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.


'''Standard.'''  For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the theoretical gore or from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to a point at least one-half the distance from the theoretical gore to the downstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.
Wide solid lane line markings may be used for greater emphasis.


'''Option.'''  For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the dotted white lane line to the upstream end of the acceleration taper, as shown in "A" of Fig. 620.2.5.3.
A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.


For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the theoretical gore, as shown in "B" of Fig. 620.2.5.3 and Fig 620.2.5.4.
'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.


'''Standard.''' A wide dotted white lane line shall be used:
'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).


:'''A.''' As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Figs.620.2.5.5, 620.2.5.6 and 620.2.5.7).
The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.


:'''B.''' In advance of freeway route splits with dedicated lanes (see Fig. 620.2.5.8),
'''Guidance. '''A solid DWL should be used to address an identifiable need.


:'''C.''' To separate a through lane that continues beyond an interchange from an adjacent
Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.
auxiliary lane between an entrance ramp and an exit ramp (see Fig. 620.2.5.9),


:'''D.''' As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Fig. 620.2.5.10.1) and
=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==


:'''E.''' To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Fig. 620.2.5.10.2).
'''Standard. '''A normal width dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent deceleration or acceleration lane.  


'''Guidance.''' Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least 1/2 mile in advance of the theoretical gore or where signing indicates the exit only condition.  
For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the taper to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C in [[#fig3b9s1|Figure 620.2.8.1]] and [[#fig3b9s2|620.2.8.2]].


On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings should be used as illustrated in Fig. 620.2.5.6. In this case, if the right-most exit lane is an added lane such as a parallel deceleration lane, the lane drop marking should begin at the upstream end of the full-width deceleration lane, as shown in Fig. 620.2.5.2.
For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension shall be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B in [[#fig3b9s1|Figure 620.2.8.1]].


Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop marking should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.
For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to the upstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].


The dotted white lane lines that are used for lane drop marking and that are used as a lane line separating through lanes from auxiliary lanes should  consist of line segments that are 3 ft. long separated by 9 ft. gaps.
{{SpanID|fig3b9s1}}{{SpanID|fig620.2.8.1}}
[[File:Figure 620.2.8.1 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 1 of 2).png|thumb|center|900px|alt="A. This first example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the through lanes and is separated from them by a dotted white line. The dotted white line changes to a solid white line in advance of the “theoretical gore.” At the theoretical gore, the dotted white line becomes solid “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” The exit ramp curves away to the right.
B. A second example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The tapered deceleration lane immediately angles away from the through lanes and is separated from them by a dotted white line. At the “theoretical gore,” the dotted white line becomes solid “wide white channelizing lines” and another solid wide white line angles off along the left edge of the exit ramp, forming an elongated white triangle or neutral area in front of the “physical gore.” The exit ramp angles off to the right." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]


'''Support.''' [[#620.2.20 Pavement Word and Symbol Markings (MUTCD Section 3B.20)|EPG 620.2.20]] contains information regarding other markings that are associated with lane drops, such as lane-use arrow markings and ONLY word markings.
{{SpanID|fig3b9s2}}{{SpanID|fig620.2.8.2}}
[[File:Figure 620.2.8.2 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 2 of 2).png|thumb|center|900px|alt=C. This example shows four northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the four northbound through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the northbound through lanes and is separated from them by a dotted white line. The dotted white line changes to a "wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the “normal width or wide solid white lane line” continues along the exit ramp to the “physical gore” and a “normal width dotted white lane line” continues north toward a white triangle or neutral area. The exit lane is wide enough that the solid wide line is shown separating the left and right exit lanes. On the left side of the left exit lane, white channelizing lines form a white triangle or neutral area in front of the physical gore.|'''Figure 620.2.8.2''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 2 of 2)'']]


[[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.
{{SpanID|fig3b10}}{{SpanID|fig620.2.8.3}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="Two examples of two northbound lanes of a vertical, divided highway are shown.A. Near the bottom of this first example, a curving entrance ramp is added to the right of the through lanes, creating a parallel acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines form a triangle or “neutral area” in between them in front of the “physical gore.” The solid white line extending from the triangle or neutral area is labeled the “theoretical gore” and noted as a “wide or normal width solid white lane line (variable length) or normal width dotted white lane line.” The acceleration lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. B. Near the bottom of this second example, an entrance ramp is added to the right of the right through lanes at an angle, creating a tapered acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right through lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.”  These lines then become a white triangle or neutral area north of the “physical gore.” The point of the triangle formed by the “wide white channelizing lines” is the “theoretical gore.” At this point, both the right through lane and the entrance lane are “full lane width.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]


'''Standard. ''' Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal or wide solid white line.
{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}{{SpanID|fig620.2.8.4}}
[[File:Figure 620.2.8.4 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an “exit ramp,” while the rightmost lane angles off to the right to become the exit ramp. In the middle of this example, the far-right lane is shown becoming the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to an optional “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” This triangle is shown with “white chevron markings in the neutral area.” The exit ramp angles away to the right. |'''Figure 620.2.8.4''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 1 of 6)'']]


'''Option.''' Where it is intended to discourage lane changing on the approach to an exit ramp, a wide solid white lane line may extend upstream from the theoretical gore or, for multiple lane exits, as shown in Fig. 620.2.5.6, for a distance that is determined by engineering judgment.
{{SpanID|fig3b11s2}}{{SpanID|fig620.2.8.5}}
[[File:Figure 620.2.8.5 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an exit ramp, and the rightmost lane angles off to the right to become the exit ramp. In the middle of the example, the far-right lane becomes the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line continues along the exit ramp to the “physical gore”. The exit lane is wide enough that the solid white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the physical gore. |'''Figure 620.2.8.5''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 2 of 6)'']]


A solid lane line may also be used in lieu of the broken lane line to accentuate the lane marking in critical areas, such as, to separate a turn lane from the main traffic lanes at an intersection or to discourage lane changing at the approaches to intersections.  
{{SpanID|fig3b11s3}}{{SpanID|fig620.2.8.6}}
[[File:Figure 620.2.8.6 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes extend past an exit ramp, and the two rightmost lanes angle off to the right to become an exit ramp. Near the bottom of the example, the two rightmost lanes are shown becoming the deceleration lanes, leading to a right exit ramp. The deceleration lanes are shown separated from the rightmost of the two remaining northbound through lanes by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” The right exit ramp is wide enough that the broken white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.6''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 3 of 6)'']]


Where lane changes might cause conflicts, a wide or normal solid white lane line may extend upstream from an intersection.
{{SpanID|fig3b11s4}}{{SpanID|fig620.2.8.7}}
[[File:Figure 620.2.8.7 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes split to the left and two split to the right. Near the bottom of this example, the two leftmost northbound lanes are shown separated from the two rightmost lanes by a “wide dotted white lane line.” The dotted lane line changes to a “wide solid white lane line” in advance of a “theoretical gore.” The lane line splits into two “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore” between the left and right lanes. Beyond the physical gore, two through lanes curve to the left and two curve right. |'''Figure 620.2.8.7''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 4 of 6)'']]


In the case of a lane drop at an exit ramp or intersection, such a solid white line may replace a portion, but not all of the length of the wide dotted white lane line.
{{SpanID|fig3b11s5}}{{SpanID|fig620.2.8.8}}
[[File:Figure 620.2.8.8 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with three northbound lanes, where the left northbound lane splits to the left, the middle lane has the option of splitting to the left or right, and the right lane splits to the right. Near the bottom of this example, the right lane is shown separated from the middle lane by a “wide dotted white lane line.” The dotted lane line is shown changing to a “wide solid white lane line” as it curves to the right. The middle lane splits to the right with the right lane. The middle lane splits to the left and continues north with the left lane. Beyond the neutral area and physical gore, two through lanes continue north to the left and two lanes curve to the right. |'''Figure 620.2.8.8''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 5 of 6)'']]


'''Support.''' [[#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced.
{{SpanID|fig3b11s6}}{{SpanID|fig620.2.8.9}}
[[File:Figure 620.2.8.9 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 6 of 6).png||thumb|center|850px|alt=This example shows two northbound lanes of a divided vertical highway with an auxiliary lane in between an entrance ramp at the bottom of this example and an exit ramp at the top of this example. Near the bottom of this example, a curving entrance ramp is added to the right of the through lanes. Where the ramp joins the highway, the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become wide solid white lines that then become a white triangle or neutral area in front of the “physical gore.” These solid lines then become “white channelizing lines” that join at the “theoretical gore” and continue as a “wide solid white lane line.” This auxiliary lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. Further north, the dotted white line changes to a “wide solid white lane line” in advance of the “theoretical gore” at an exit ramp to the right. The auxiliary lane angles to the right to become the exit ramp. On the left side of the exit ramp, the white lane line joins the white edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.9''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 6 of 6)'']]


'''Guidance.''' On approaches to intersections, a solid white lane line marking should be used to separate a through lane from an added mandatory turn lane.


'''Option.''' On approaches to intersections, solid white lane line markings may be used to separate adjacent through lanes or adjacent mandatory turn lanes from each other.
{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}{{SpanID|fig620.2.8.10}}
[[File:Figure 620.2.8.10 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 1 of 2).png|thumb|center|850px|alt=Segments of the northbound lanes of a vertical highway are shown. At the bottom of the example, three northbound through lanes are shown. A left-turn lane is shown in addition to the through lanes in advance of the intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection. At the top of the figure, a horizontal roadway is shown intersecting the vertical highway, which continues north of the intersection as only two through lanes. On the vertical roadway, near the bottom of the figure, the broken white line separating the right lane from the middle lane changes to a wide dotted white lane line, which changes to a wide solid white lane line further north. Where the “wide solid white lane line” begins, between the right-turn lane and right through lane traveling northbound, the word “ONLY” in white is shown on the pavement, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown to the left of the left through lane. A white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the intersection. This left-turn lane is not shown continuing on the north side of the intersection. Size, location, and spacing distances between pavement markings are shown. The broken white line between the through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the intersection.
|'''Figure 620.2.8.10''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]


Where the median width allows the left-turn lanes to be separated from the through lanes to give drivers on opposing approaches a less obstructed view of opposing through traffic, white pavement markings may be used to form channelizing islands as shown in Figure 2B-17 of the ''MUTCD''.
{{SpanID|fig3b12s2}}{{SpanID|fig620.2.8.11}}
[[File:Figure 620.2.8.11 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 2 of 2).png|thumb|center|850px|alt="North of the first intersection, broken white lines separate the two through lanes from each other. A left-turn lane is shown in addition to the through lanes and right-turn lane in advance of the second intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection with the second horizontal roadway. The vertical highway is shown continuing north of the second intersection as only two through lanes. The right-turn lane is separated from the right through lane by a “wide dotted white lane line” that changes to a “wide solid white lane line” further north. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, the word “ONLY” in white is shown on the pavement in this lane, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown added to the left of the left through lane. A solid white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the second intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the second intersection. This left-turn lane is not shown continuing on the north side of the second intersection. Size of and location and spacing distances between pavement markings are shown.
The broken white line between the two through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the second intersection. The second example shows all of the same markings as the first example except that, north of the first intersection, the right-turn lane is separated from the right through lane by a “normal width broken white lane line” that changes to a “wide dotted white lane line” before changing again to a “wide solid white lane line.”
"
|'''Figure 620.2.8.11''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]


Solid white lane line markings may be used to separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane or a preferential lane.
'''Option. '''For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the upstream end of the acceleration taper to the downstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].


Wide solid lane line markings may be used for greater emphasis.
For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].


'''Standard.''' Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (see Fig. 620.2.5.11).
'''Standard.''' A wide dotted white lane line shall be used:
 
: A. As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C in [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s3|620.2.8.6]]),
'''Guidance.''' When considering the use of double solid white lines to prohibit crossing all of the following criteria should be considered:
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.7]]),
:1. There has to be an identifiable need, such as crash history that the use of double solid white lines would expect to correct.
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.8]]),
:2. There needs to be a local ordinance supporting the crossing restriction and enforcement.
: D. To separate a through lane that continues beyond an interchange from an adjacent continuous auxiliary lane between an entrance ramp and an exit ramp (see Drawing F in [[#fig3b11s6|Figure 620.2.8.9]]),
:3. There needs to be proper signing of the restriction in advance and at the restricted area along with sufficient distance for motorist who need to properly change lanes prior to the start of the restriction.
: E. As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A in [[#fig3b12s1|Figure 620.2.8.10]]), and
:4. Approval of the State Traffic Engineer is required before implementation.  
: F. To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B in [[#fig3b12s2|Figure 620.2.8.11]]).
 
'''Standard.''' Lane lines shall be offset approximately 2 in. to the right of the longitudinal joint. These 2 in. shall be the space between the longitudinal joint and the left edge of the lane line.
 
==620.2.5 Other White Longitudinal Pavement Markings (MUTCD Section 3B.05)==
 
'''Standard.''' A channelizing line shall be a wide or double solid white line.
 
'''Option.''' Channelizing lines may be used to form channelizing islands where traffic traveling in the same direction is permitted on both sides of the island.
 
'''Standard.''' Channelizing lines used to mark gores shall be wide solid white lines.
 
Other pavement markings in the channelizing island area shall be white.
 
'''Support.''' Examples of channelizing line applications are shown in the following figures:
 
:[[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application
for Exit Ramp Markings (Sheet 1 of 2) (MUTCD 3B-8)]]
 
:[[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2) (MUTCD 3B-8)]]


:[[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2) (MUTCD 3B-9)]]
The dotted white lane lines that are used for lane drop markings and that are used as a lane line separating through lanes from auxiliary lanes shall consist of line segments that are 3 feet in length separated by 9-foot gaps.


:[[#Fig. 620.2.5.4|Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2) (MUTCD 3B-9)]]
'''Guidance. '''Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least ½ mile in advance of the theoretical gore.


:[[#Fig. 620.2.5.5|Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5) (MUTCD 3B-10)]]
'''Option. '''On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings may be used as illustrated in Drawing B in [[#fig3b11s2|Figure 620.2.8.5]].


:[[#Fig. 620.2.5.6|Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5) (MUTCD 3B-10)]]
'''Guidance. '''Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop markings should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.


:[[#Fig. 620.2.5.7|Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5) (MUTCD 3B-10)]]
'''Support.''' [[#620.2.21|EPG 620.2.20]] and [[#620.2.22|620.2.22]] contain information regarding other markings that are associated with lane drops, such as ONLY word pavement markings and lane-use arrows.


:[[#Fig. 620.2.5.8|Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5) (MUTCD 3B-10)]]
[[#620.2.14|EPG 620.2.14]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced at a location that is not at an interchange or intersection.


:[[#Fig. 620.2.5.9|Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5) (MUTCD 3B-10)]]
'''Option. '''In the case of a lane drop at an exit ramp or intersection, a solid white line may replace a portion, but not all of the length, of the wide dotted white lane line (See [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|620.2.8.9]]).


=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==


Channelizing lines at exit ramps as shown in [[#Fig. 620.2.5.1|Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2)]] and [[#Fig. 620.2.5.2|Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2)]] define the neutral area, direct exiting traffic at the proper angle for smooth divergence from the main lanes into the ramp, and reduce the probability of colliding with objects adjacent to the roadway.
'''Support.''' Channelizing lines are used to form neutral areas where traffic traveling in the same general direction is permitted on both sides including entrance and exit ramps, access and egress points to and from managed lanes, and left-turn lanes separated from through lanes. Channelizing lines are also sometimes used to alter travel paths for speed management or other purposes.


Channelizing lines at entrance ramps as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2)]] promote orderly and efficient merging with the through traffic.
[[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)|EPG 620.9]] contains information for the application of channelizing lines used in conjunction with islands.


'''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#Fig. 620.2.5.1|Fig. 620.2.5.1]], [[#Fig. 620.2.5.2|Fig. 620.2.5.2]], [[#Fig. 620.2.5.5|Fig. 620.2.5.5]], [[#Fig. 620.2.5.6|Fig. 620.2.5.6]], [[#Fig. 620.2.5.7|Fig. 620.2.5.7]], [[#Fig. 620.2.5.8|Fig. 620.2.5.8]], [[#Fig. 620.2.5.9|Fig. 620.2.5.9]] and "A" in [[#Fig. 620.2.5.3|Fig. 620.2.5.3]].
'''Standard.''' Except as provided in the third Option paragraph of [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.5| EPG 620.9.5]], a channelizing line shall be a solid wide white line.


For entrance ramps with tapered acceleration lanes, channelizing lines shall be placed along both sides of the neutral area to a point at least one-half of the distance to the theoretical gore (see Fig. 620.2.5.4).
Channelizing lines used to mark gores shall be wide solid white lines.


'''Option.''' For entrance ramps with tapered acceleration lanes, the channelizing lines may extend to the theoretical gore as shown in Fig. 620.2.5.3.
'''Support.''' Examples of channelizing line applications are shown in [[#fig3b9s2|Figures 620.2.8.2]], [[#fig3b10|620.2.8.3]], [[#fig3b11s1|620.2.8.4]], Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]], [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j1|Figures 620.9.2]] through [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j5|620.9.4.4]], and [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j6|Figure 620.9.7]].


<div id="Fig. 620.2.5.1"></div>
'''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#fig3b9s1|Figure 620.2.8.1]], [[#fig3b9s2|Figure 620.2.8.2]], Drawing A in [[#fig3b10|Figure 620.2.8.3]], and [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|620.2.8.9]]).
[[Image:620.2.5.1 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.1, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 1 of 2 of MUTCD 3B-8)'''</center>]]


<div id="Fig. 620.2.5.2"></div>
For entrance ramps with tapered acceleration lanes, the channelizing lines shall extend to the theoretical gore as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].
[[Image:620.2.5.2 3B8.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings (Sheet 2 of 2 of MUTCD 3B-8)'''</center>]]


<div id="Fig. 620.2.5.3"></div>
Other pavement markings in the neutral area shall be white.
[[Image:620.2.5.3 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 1 of 2 of MUTCD 3B-9)'''</center>]]


<div id="Fig. 620.2.5.4"></div>
'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).
[[Image:620.2.5.4 3B9.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.4, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings (Sheet 2 of 2 of MUTCD 3B-9)'''</center>]]


<div id="Fig. 620.2.5.5"></div>
=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==
[[Image:620.2.5.5 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.5, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 5 of MUTCD 3B-10)'''</center>]]


<div id="Fig. 620.2.5.6"></div>
'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.
[[Image:620.2.5.6 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.6, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 5 of MUTCD 3B-10)'''</center>]]


<div id="Fig. 620.2.5.7"></div>
Except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]], right edge line pavement markings, if used, shall consist of a normal width solid white line to delineate the right-hand edge of the roadway.
[[Image:620.2.5.7 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.7, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 5 of MUTCD 3B-10)'''</center>]]


<div id="Fig. 620.2.5.8"></div>
If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal width solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings, except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]].
[[Image:620.2.5.8 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.8, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 5 of MUTCD 3B-10)'''</center>]]


<div id="Fig. 620.2.5.9"></div>
'''Guidance.''' When solid wide lines are used at entrance or exit ramps, the additional width of the wide line should encroach on the through lane of the highway (see [[#fig620.2.10|Figure 620.2.10]]).
[[Image:620.2.5.9 3B10.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 5 of MUTCD 3B-10)'''</center>]]


<div id="Fig. 620.2.5.10.1"></div>
'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.
[[Image:620.2.5.10.1 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.1, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 1 of 2 of MUTCD 3B-11)'''</center>]]


<div id="Fig. 620.2.5.10.2"></div>
'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
[[Image:620.2.5.10.2 3B11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.10.2, Examples of Applications of Conventional Road Lane-Drop Marking (Sheet 2 of 2 of MUTCD 3B-11)'''</center>]]
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).


'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.


'''Option.''' White chevron crosshatch markings (see [[#620.2.24 Chevron and Diagonal Crosshatch Markings (MUTCD Section 3B.24)|EPG 620.2.24]]) may be placed in the neutral area of exit and entrance ramp gores for special emphasis as shown in Figs. 620.2.5.1 and 620.2.5.2, Figs. 620.2.5.5 through 620.2.5.9 and "A" of Fig. 620.2.5.3.  The channelizing lines and the optional chevron crosshatch markings at exit ramp and entrance ramp gores may be supplemented with white retroreflective or internally illuminated raised pavement markers (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11]]) for enhanced nighttime visibility.
{{SpanID|fig620.2.10}}
[[File:Figure 620.2.10 Example of Channelizing Line Markings at Ramp Gores.jpg|thumb|center|900px|alt=|'''Figure 620.2.10''' Example of Channelizing Line Markings at Ramp Gores]]


'''Guidance.''' The right edge of the acceleration lane edgeline should be continuous with the right edge of the gore stripe to provide a smooth, uninterrupted edgeline.
=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==


'''Options.''' In areas of limited sight distance due to vertical and/or horizontal curves, an edgeline extension may be used to delineate acceleration and deceleration lanes.  
'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.


'''Standard.''' When entrance and exit ramp pavements are adjacent to each other, a double  normal 4 in. solid yellow line extending from the points of channelization shall be used.
'''Option.''' Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings.


<div id="Fig. 620.2.5.11"></div>
If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.
[[Image:620.2.5.11.jpg|thumb|center|700px|<center>'''Fig. 620.2.5.11, Example of Solid Double White Lines Used to Prohibit Lane Changing'''</center>]]


==620.2.6 Edgeline Pavement Markings (MUTCD Section 3B.06)==
Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.


'''Standard.''' If used, edgeline pavement markings shall delineate the right or left edges of a roadway.
=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==


Except for dotted edgeline extensions (see [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8]]), edgeline markings shall not be continued through intersections or major driveways.
'''Standard. '''Bridges that are located on routes authorized for edge lines shall be striped in accordance with the following classifications (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]]):
:A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edge line placed on the bridge deck. The edge line shall end on the adjacent roadway 50 ft. from the bridge deck.
:B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edge line that will be continuous with that of the adjoining roadway.
:C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edge line in these cases shall not be offset to provide for the usage of the third lane and the edge line will be continuous across the bridge.
:D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.
:E. One lane bridges with width restrictions, having a clear traveling surface 16 ft. or less shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.


If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edgeline pavement markings shall consist of a normal solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings.
'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.


If used, right edgeline pavement markings shall consist of a normal solid white line to delineate the right-hand edge of the roadway.
'''Standard. '''If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for center line marking, but not edge line marking, a segment of edge line shall be marked to delineate the travel way of the bridge. The edge line marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck.  These markings are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]].)


'''Guidance.''' The edgeline at the intersection of an at-grade crossing on a divided highway should begin and end at the taper points (See [[#Fig. 620.2.7|Fig. 620.2.7 Edgeline Striping for At-Grade Intersections]]).
{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
For non-shoulder width bridges, when the bridge deck is less than 2 feet wider than the roadway, edge lines extend 50 feet from the edge of the bridge deck but do not continue across the bridge.
For bridges wider than pavement, when the bridge deck is 2 feet or greater in width beyond the roadway, edge lines are shown continuous across the bridge.
For bridges on routes without edge lines, if a route is authorized for no-passing zone markings but not edge lines, the bridge still receives edge lines marked across its deck.
For three-lane bridges, when the bridge deck is 3 lanes wide but the roadway is only 2 lanes, edge lines continue across the bridge in alignment with the roadway’s edge lines."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]


'''Option.''' Edgeline extension lines may be used at the district's discretion.
{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
On both examples, the roadway narrows to a single lane across the bridge, indicated by tapering edge lines that converge before the bridge and continue straight across its deck. A centerline is shown approaching the bridge, with edge lines drawn to mark the narrowing section. Arrows indicate two-way traffic sharing the single-lane bridge.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]


'''Guidance.''' Edgeline markings should not be broken for driveways or minor intersecting roads (See Fig. 620.2.7).
=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==


Permanent marking material should be used for marking the edgeline extension.
'''Standard. '''Pavement markings extended into or continued through an intersection or interchange area shall be the same color as the line markings they extend (see [[#fig620.2.13.1|Figure 620.2.13.1]] and [[#fig620.2.13.2|Figure 620.2.13.2]]).
 
{|style="padding: 0.3em; margin-left:5px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="445px" align="right"
|-
|colspan="3"|<center>'''Systemwide Safety WOW'''</center>
|-
|colspan="3"|'''1) Expand the installation of edgelines'''
|-
| ||colspan="2"|· Install edgelines on routes that are 20 ft. or wider and have AADT greater than 400 (previous policy was AADT greater than 1000)
|-
| || ||- Economic Recovery Routes
|-
| || ||- Minor Road “WOW” Routes
|-
| || colspan="2"|· An additional 7,600 centerline miles will be added to the striping program (98% of VMT would then be on a route with an edgeline)
|-
| ||colspan="2"|· Districts may exempt routes based on the condition of the pavement (the route should be in good condition)
|-
| ||colspan="3"|· Implement over four years. Re-stripe no more than every other year by policy
|-
|colspan="3"|'''2) Enhance the visibility of all warning signs'''
|-
| ||colspan="2"|· Use fluorescent yellow sheeting for all warning signs
|-
| ||colspan="2"|· Replace existing warning signs at the end of their useful life
|-
| colspan="3"|''' 3) Expand the installation of chevrons on curves'''
|-
| ||colspan="2"|· Install chevron signs on curves that have an advisory speed that is at least 15 MPH less than the posted speed limit. (If the posted speed limit is less than 45 MPH, and it is in an incorporated area, the decision to install chevrons will be based on engineering judgment.)
|-
| || ||- Major Routes
|-
| || ||- Economic Recovery Routes
|-
| || ||- Minor Road “WOW” Routes
|-
|colspan="3"|'''4)  Remove obstacles within 30 ft. of the travelway and at other critical locations'''
|-
| ||colspan="2"|· Remove trees (not to extend past MoDOT right of way line) on major roads
|-
| ||colspan="2"|· Remove trees (not to extend past MoDOT right of way line) on roads that are in the minor road WOW program (4,500 miles) and economic recovery routes
|-
| ||colspan="2"|· Remove trees within the right of way within critical locations (i.e. outside of horizontal curves, crash experience, etc.)
|-
| ||colspan="2"|· Improve the slopes for driveway culverts/pipes at critical locations
|}


'''Support.''' Edgeline markings have unique value as visual references to guide road users during adverse weather and visibility conditions.
Intersections that provide more than one turn lane per movement shall have dotted extension lines for traffic to follow through the intersection, except as provided in the following Option paragraph. These lines shall be marked with dotted extension lines (2-foot line segments separated by 4-foot gaps), and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to. Dotted extension lines shall not be marked within crosswalks.


'''Option.''' Wide solid edgeline markings may be used for greater emphasis.
'''Option. '''Exceptions will be allowed when the dotted extension lines for opposing dual left-turn movements overlap in a manner that may cause driver confusion.


==620.2.7 Warrants for Use of Edge Lines (MUTCD Section 3B.07)==
'''Guidance. '''Pavement markings extended into or continued through an intersection or interchange area should be at least the same width as the line markings they extend.


'''Standard.''' Edgeline markings shall be placed on all divided highways and all routes with a weighted AADT of 400 or greater and a minimum pavement width of 20 feet.
Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-leg intersections, on curved roadways, where multiple turn lanes are used, or where offset left-turn lanes might cause driver confusion''', '''dotted lane line extension markings consisting of 2-foot line segments and 4-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.


'''Guidance.''' Routes that meet the 400 AADT and are in incorporated areas or recognized communities should not receive edgeline if there are curbs. Also, if where there are large undefined entrances, the edgelines may be omitted.
In areas of limited sight distance due to vertical and/or horizontal curves, an edge line extension may be used to delineate acceleration and deceleration lanes.


Exceptions should be considered if the district determines edgelines are warranted for the sake of continuity or if operational aspects could be adversely affected if edgelines are omitted.
'''Standard. '''Extensions of center lines through intersections shall be dotted lines.  


'''Standard.''' Edgelines on routes with weighted AADT between 400 and 1,000 shall be added to the program by December 31, 2012.
'''Guidance. '''Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.


'''Guidance.''' The edgelines on minor roads with a weighted AADT between 400 and 1,000, should only be striped once every two years unless conditions warrant they be striped more often.  
'''Standard. '''Solid lines shall not be used to extend edge lines into or through intersections except through that part of an intersection with no intersecting approach (such as at the far side of a T-intersection).  


'''Option.''' Edgeline markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking or other markings or where the pavement is not in good condition.
'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.


If a bicycle lane is marked on the outside portion of the traveled way, the edgeline that would mark the outside edge of the bicycle lane may be omitted.
Driveways that do not meet the definition of an intersection (see [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) should have edge line markings maintained across the intersecting approach of the driveway.


Edgeline markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.
'''Option. '''Dotted edge line extensions may be placed through intersections.


<div id="Fig. 620.2.7"></div>
Edge line extension lines may be used at the district's discretion.
[[Image:620.2.7.jpg|thumb|center|700px|<center>'''Fig. 620.2.7, Edgeline Striping for At Grade Intersection'''</center>]]


'''Guidance. '''Durable pavement markings should be used for edge line extensions. An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.


===620.2.7.1 Bridge Edgeline===
For a divided highway, the edge line at an intersection should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edge line should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#fig620.2.13.3|Figure 620.2.13.3]]).


'''Standard.''' Bridges that are located on routes authorized for edgeline shall be striped in accordance with the following classifications (see [[#Fig. 620.2.7.1.1|Fig. 620.2.7.1.1]] and [[#Fig. 620.2.7.1.2|Fig. 620.2.7.1.2, Bridge Edgeline Striping]]):  
{{SpanID|fig620.2.13.1}}
:A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edgeline placed on the bridge deck. The edgeline shall end on the adjacent roadway 50 ft. from the bridge deck.
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="A: The intersection of a two-lane, two-way horizontal roadway with a vertical roadway with four southbound lanes is shown. The two-lane roadway has a double solid yellow line dividing the two lanes and solid white stop lines across the approach lane on each side of the intersection. The four lanes on the south side of the intersection are offset to the right of the four lanes on the north side of the intersection. Broken white lines separate the four lanes on each side of the intersection. Through the intersection, the lanes are separated by dotted white lines. On the east and west side of the horizontal roadway, there are two parallel solid white lines denoting crosswalks. On the north and south side of the vertical roadway, a series of closely spaced solid white lines are shown placed at the intersection parallel to the direction of travel denoting crosswalks.
:B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edgeline that will be continuous with that of the adjoining roadway.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
:C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edgeline in these cases shall not be offset to provide for the usage of the third lane and will be continuous across the bridge.
The left side of the horizontal roadway is composed of two eastbound through lanes (the right and middle lanes), a combination straight or left-turn lane, and an added fourth (left-turn only) lane. The two turn lanes are separated by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all eastbound and northbound approach lanes at the intersection. The solid white line separating the far left-turn lane from the combination through left-turn lane is extended through the intersection, starting beyond the west crosswalk and curving 90 degrees to the left, and is omitted inside the north side crosswalk to join the lane line that separates the left and center lanes of the northbound roadway on the north side of the intersection. On the east side of the intersection, there are three through lanes separated by broken white lines. The part of the northbound roadway on the south side of the intersection is composed of two through lanes (the left and middle lanes), a combination through or right-turn lane, and an added fourth right-turn lane. The two turn lanes are separated from each other by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated from each other by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all northbound and eastbound approach lanes at the intersection. The dotted white line separating the far right-turn lane from the combination through right-turn lane is extended through the intersection, starting beyond the south crosswalk and curving 90 degrees to the right, and is omitted inside the east side crosswalk to join the lane line that separates the right and center lanes of the eastbound roadway on the east side of the intersection. On the north side of the intersection, there are three through lanes separated by broken white lines. On each side of the intersection on each roadway are two parallel solid white lines denoting crosswalks."
:D. One lane bridges, weight restricted, have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. from the end of the bridge deck.
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)''<!--br><br>'''Note:'''<br><ol><li>Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].</li></ol-->]]
:E. One Lane Bridges, Width Restriction, having a clear traveling surface 16 ft. or less shall be marked using a wide white edgeline that forms a 12 ft. travel lane on the bridge deck. These edgelines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The centerline marking, if applicable, shall end 500 ft. prior to the bridge deck.


'''Guidance.''' Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.
{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown.
The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. Beginning at the crosswalk on the north side of the vertical highway, a dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the east, and is omitted inside the east side crosswalk to join the lane line that separates the two eastbound lanes of the eastbound roadway on the east side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, another dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the west, and is omitted inside the west side crosswalk to join the lane line that separates the two westbound lanes on the westbound roadway on the west side of the intersection.
D: A five-lane horizontal roadway intersecting a three-lane vertical roadway is shown. The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. A separate westbound right-turn lane is shown as the rightmost lane on the east side of the intersection. A gore at the intersection is shown as the turn lane begins to curve to the north. At the point where the right-turn lane curves past the northeast corner of the intersection, a series of closely spaced solid white lines denoting a crosswalk are shown across the turn lane. A white triangular island is shown to the left of the crosswalk with the point of the island extending to the far edge of the vertical and horizontal crosswalks in the intersection. The right-turn lane continues curving and merges with the northbound lane of the vertical roadway on the north side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, a single dotted yellow line extends from the solid double yellow line separating the left-turn lane from the opposing through lane through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the solid double yellow line that separates the left-turn lane from the two westbound lanes on the west side of the intersection. Also beginning at the crosswalk, a single dotted white line extends from the solid white line separating the two left-turn lanes through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the broken white line that separates the two westbound through lanes on the west side of the intersection.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)''<!--br><br>'''Note:'''<br><ol><li>Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].</li></ol-->]]


'''Standard.''' If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for centerline marking, but not edgeline marking they shall be edgelined to delineate the travel way of the bridge. The edgeline marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck, and are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway. (See Fig. 620.2.7.1.1 and Fig. 620.2.7.1.2).


<div id="Fig. 620.2.7.1.1"></div>
{{SpanID|fig620.2.13.3}}
[[Image:620.2.7.1.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.1, Bridge Edgeline Striping'''</center>]]
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
For divided highways with deceleration lanes, south of the first intersection, the two through lanes are separated by a broken white line. A right- and left-turn lane is added, separated from the through lanes by a wide solid white lane line. Optional white painted or raised islands are shown between the lanes in the intersection, and optional edge line extensions are marked through the intersection. On the north side of the intersection, the left inside line is yellow and the right outside lane is white.
For divided highways without deceleration lanes, the figure shows a single right-turn lane into a driveway, separated from the right through lane by a wide solid white lane line. Optional dotted extension lines through the intersection are shown at the district’s discretion.
For undivided highways, the figure shows a major street intersecting with a minor street and private driveway. The roadway includes a center line, edge lines, and optional dotted extension lines through the intersection. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]


<div id="Fig. 620.2.7.1.2"></div>
'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.
[[Image:620.2.7.1.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.7.1.2, Bridge Edgeline Striping'''</center>]]


==620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)==
[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.


'''Standard.''' Except as provided in the Option, below, pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend.
[[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|EPG 912]] (MUTCD Section 5B.02) contains information on edge line extensions for driving automation system considerations.


Intersections that provide dual left turn lanes shall have extension lines traffic can follow through the intersection except as provided in the Support, below. These lines shall be marked with normal white skips, 2 ft. long and separated by 4 ft. gaps, and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to.
[[913.3 Markings (MUTCD Chapter 8C)#913.3.5|EPG 913.3.5]] contains information about the extension of edge lines through grade crossing areas.


'''Option.'''  A normal lane line may be used to extend a wide line through an intersection.
[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.


'''Support.''' Exceptions will be allowed when an intersection lacks adequate space to place extension lines for dual left turn lanes when an intersection lacks adequate space to place these lines for opposing left turn movements.
=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==


'''Guidance.''' Long life pavement markings should be used for extensions.
{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="Two examples are shown side-by-side. The first example shows a roadway that reduces from three lanes to two lanes. This example shows a roadway with one lane traveling south and two lanes (reducing to one lane) traveling north. Two northbound lanes are shown beginning at the bottom of the example, separated from each other by a broken white line. Before the broken line, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Past the broken line, a W4-2R sign is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between the sign assembly and the end of the broken white line.  Farther north, another arrow is shown on the pavement in advance of the taper. Beyond this point, the two northbound lanes begin reducing to one lane. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown. The second example shows a vertical roadway that reduces from four lanes to two lanes. This example shows a roadway with one lane (increasing to two lanes) in the southbound direction and two lanes (reducing to one lane) in the northbound direction. One southbound lane is shown beginning at the top of the figure and increasing to two. A solid double yellow line is shown changing from straight to slightly diagonal to the east to accommodate the second southbound lane. Two northbound lanes are shown beginning at the bottom of the figure and then reducing to one lane farther north. They are separated by a broken white line before it stops in advance of the lane reduction. At the bottom of the figure, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between a W4-2R sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]


An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.
'''Support.''' A lane-reduction is where the number of through lanes is reduced at a location that is not at an interchange, ramp, or intersection because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane.


Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-legged intersections, on curved roadways, where multiple turn lanes are used, or where offset left turn lanes might cause driver confusion, dotted line extension markings consisting of 2 ft. line segments and 4 ft. gaps should be used to extend longitudinal line markings through an intersection or interchange area.
[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.


'''Option.''' Dotted edgeline extensions may be placed through intersections or major driveways.
[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]] contains information for warning signing used for lane reductions.


'''Guidance.''' Where greater restriction is required, solid lane lines or channelizing lines should be extended into or continued through intersections or major driveways.  
'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:


'''Standard.''' Solid lines shall not be used to extend edgelines into or through major intersections or major driveways.
:A. A no-passing zone (see [[#620.2.3|EPG 620.2.3]]) to prohibit passing in the direction of the convergence and through the transition area except where not applicable such as one-way streets, expressways, and freeways; and
:B. An edge line (see [[#620.2.10|EPG 620.2.10]]) in the direction of the convergence and through the transition area, except as provided in the first Option paragraph below.


'''Guidance.''' Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.
'''Guidance.''' Except as provided in the following Option paragraph, the edge line marking should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.


To the extent possible, pavement marking extensions through intersections should be designed in a manner that minimizes potential confusion for drivers in adjacent or opposing lanes.
'''Option. '''On roadways with operating speeds less than 25 mph where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line may be omitted as determined by engineering judgment.


<div id="Fig. 620.2.8.1"></div>
'''Guidance. '''Lane-reduction transitions should include the following elements:
[[Image:620.2.8.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.1, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]


<div id="Fig. 620.2.8.2"></div>
:A. Delineators installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced (see [[620.6 Delineators (MUTCD Chapter 3G)#620.6.4|EPG 620.6.4]]) to show the reduction except as provided in the third Option paragraph below and except as provided in the second paragraph of [[620.6 Delineators (MUTCD Chapter 3G)#620.6.3|EPG 620.6.3]] for freeways and expressways,
[[Image:620.2.8.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.8.2, Examples of Line Extensions through Intersections (Sheet 1 of 2, MUTCD 3B-13)'''</center>]]
:B. Lane-reduction arrow markings (see Drawing H in [[#fig3b21|Figure 620.2.22.1]]) on the roadway with a speed limit of 45 mph or more, and
:C. A termination of the broken (intermittent) white lane line at a point that is ¼ of the advance placement distance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]]) between the Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) and the point where the transition taper begins.


==620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)==
For roadways having a speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit in mph, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS<sup>2</sup>/60 should be used to compute the taper length.


'''Support.''' Lane-reduction transition markings are used where the number of through lanes is reduced because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane. Lane-reduction transition markings are not used for lane drops.
The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.


'''Standard.''' Except as provided in the Option, below, where pavement markings are used, lane reduction transition markings shall be used to guide traffic through transition areas where the number of through lanes is reduced, as shown in [[#Fig. 620.2.9.1|Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking]]. On two-way roadways, no-passing zone markings shall be used to prohibit passing in the direction of the convergence, and shall continue through the transition area.
Where observed speeds exceed speed limits, longer tapers should be used.


'''Option.''' On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edgeline and/or delineators shown in Fig. 620.2.9.1 may be omitted as determined by engineering judgment.
'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.


'''Standard.''' For roadways having a posted or statutory speed limit of 45 mph or greater, the transition taper length for a lane reduction shall be greater or equal to the length computed by the formula ''L = WS''.  
On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.


'''Guidance.''' For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{ 60}</math> should be used to compute taper length.  
On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, delineators may be omitted as determined by engineering judgment.


'''Support.'''  Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft., and ''S'' equals the 85<sup>th</sup>-percentile speed or the posted or statutory speed limit, whichever is higher.
Where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, lane-reduction arrow markings may be used.  


'''Guidance.''' Where observed speeds exceed posted or statutory speed limits, longer tapers should be used.
Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.


'''Option.''' On new construction, where no posted or statutory speed limit is established, the design speed may be used in the transition taper length formula.
=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==


'''Guidance.''' Lane line markings should be discontinued one-quarter of the distance between the Lane Ends sign (see [[903.6 Warning Signs#903.6.35 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.33)|LANE END Signs]]) and the point where the transition taper begins.
'''Standard. '''Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#fig3b-15s1|Figure 620.2.15.1]] and [[#fig3b-15s2|Figure 620.2.15.2]]).


Except as provided in the Option, above, for low-speed urban roadways, edgeline markings should be installed from the location of the warning sign to beyond the beginning of the narrower roadway.


'''Support.''' Pavement markings at lane reduction transitions supplement the standard signs or delineators. See [[#620.2.20 Pavement Word and Symbol Markings (MUTCD Section 3B.20)|EPG 620.2.20, Pavement Word and Symbol Markings]] for provisions regarding use of lane-reduction arrows.
{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.


<div id="Fig. 620.2.9.1"></div>
The first example shows a two-lane, two-way vertical highway with a black “x” inscribed in a white square, denoting an obstruction, in the middle of a parallelogram-shaped island. The island is marked with 24-inch yellow diagonal markings at a 45-degree angle, spaced 50 feet apart, with a minimum of three diagonal lines on each side of the obstruction. The diagonals are contained within tapered solid yellow lines on the outside of each side of the obstruction.
[[Image:620.2.9.1 3B14.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.1, Examples of Applications of Lane-Reduction Transition Marking (MUTCD 3B-14)'''</center>]]


<div id="Fig. 620.2.9.2"></div>
Starting from the bottom of this example, a solid double yellow line separates the opposing lanes and then continues north as it approaches the obstruction. The line then separates into two tapering solid double yellow lines, one on each side of the obstruction. Beyond the obstruction, the two solid double yellow lines taper back to merge into one solid double yellow line at the center of the roadway. The solid double yellow line continues along the center of the road toward the top of the example. Several dimensions of distances between pavement markings are shown.
[[Image:620.2.9.2.jpg|thumb|center|700px|<center>'''Fig. 620.2.9.2, Standard Pavement Markings for Climbing Lanes'''</center>
<center>Note:  Refer to Fig. 620.2.9.1 for "L" and "E".</center> ]]


==620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)==
The second example shows the same pavement markings as the first example except on a four-lane vertical highway, with two lanes of travel in each direction separated by a broken white line."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]


'''Standard.''' Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the centerline or the lane line to a point 1 to 2 ft. to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#Fig. 620.2.10.2|Fig. 620.2.10.2 Examples of Applications of Markings for Obstructions in the Roadway]]).


All lines used as obstruction pavement markings shall be no less than 4 in. and no more than 24 in. wide.
{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="A four-lane vertical highway is shown with two northbound lanes and two southbound lanes. An obstruction is shown in an island in the center of the northbound lanes and another obstruction is shown in an island in the center of the southbound lanes. The islands are marked with 24-inch white diagonal markings placed at a 45-degree angle with 50-foot spacing, with a minimum of three diagonal lines required on each side of the object.


For roadways having a posted or statutory speed limit of 45 mph or greater, the taper length of the tapered line markings shall be computed by the formula ''L = WS''.
Both northbound and southbound lanes are separated by broken white lines at the bottom and top of the example. The broken white lines change to “wide solid white lines or normal width solid double white lane lines” as they approach the obstruction. The lines separate and go around each side of the obstruction, and then taper back to merge together beyond the obstruction. Several dimensions of and distances between pavement markings are shown."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]


'''Guidance.'''  For roadways where the posted or statutory speed limit is less than 45 mph, the formula <math>L = \frac{WS^2}{60}</math> for speeds in mph shall be used to compute taper length.


'''Support.''' Under both formulas, ''L'' equals the taper length in ft., ''W'' equals the width of the offset distance in ft. and ''S'' equals the 85<sup>t</sup>h-percentile speed or the posted or statutory speed limit, whichever is higher.
'''Guidance. '''For roadways having a speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS<sup>2</sup>/60 should be used to compute the taper length.


'''Standard.''' The minimum taper length shall be 100 ft. in urban areas and 200 ft. in rural areas.
The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.


'''Support.''' Examples of approach markings for obstructions in the roadway are shown in [[#Fig. 620.2.10.2|Fig. 620.2.10.2 Examples of Applications of Markings for Obstructions in the Roadway]].
'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.


'''Option.''' Where observed speeds exceed posted or statutory speed limits, longer tapers may be used.
Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.


Unique situations may require special markings or warning devices.
Unique situations may require special markings or warning devices.
'''Standard.''' If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see [[#Fig. 620.2.10.2|Fig. 620.2.10.2 Examples of Applications of Markings for Obstructions in the Roadway]].


'''Option.''' If traffic is required to pass only to the right of the obstruction, yellow diagonal crosshatch markings (see [[#620.2.24 Chevron and Diagonal Crosshatch Markings (MUTCD Section 3B.24)|EPG 620.2.24]] may be placed in the flush median area between the no-passing zone markings as shown in Fig. 620.2.10.2. Other markings, such as yellow delineators, yellow channelizing devices, yellow raised pavement markers, and white crosswalk pavement markings, may also be placed in the flush median area.
'''Standard. '''If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A in [[#fig3b-15s1|Figure 620.2.15.1]]).


'''Standard.''' If traffic can pass either to the right or left of the obstruction, the markings shall consist of two normal channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line or normal solid double white line shall be extended in place of the broken lane line for a distance equal to the length of the diverging lines (see Fig. 620.2.10.2).
'''Option. '''If traffic is required to pass only to the right of the obstruction, yellow diagonal markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) between the no-passing zone markings as shown in Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].


If diagonal lines, yellow or white are used, these markings shall be a minimum of 24 in. wide and slope away from the direction traffic is traveling in (see Fig. 620.2.10.2).
'''Standard. '''If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line shall be extended in place of the broken (intermittent) lane line for a distance equal to the length of the diverging lines (see Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]).


When an obstruction lies in the direct line of traffic, it shall be marked.
'''Option.''' If traffic can pass either to the right or left of the obstruction, additional white chevron markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush neutral area between the channelizing lines as shown in Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]. Other markings, such as white delineators, white channelizing devices, and white crosswalk markings may also be placed in the flush neutral area.


'''Option.''' If traffic can pass either to the right or left of the obstruction, additional white markings may be placed in the flush median area between the channelizing lines as shown in Fig. 620.2.10.2.  Other markings, such as white delineators, white channelizing devices, white raised pavement markers, and white crosswalk markings may also be placed in the flush median area.
The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without directing glare toward road users approaching from either direction.


'''Option.''' The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without throwing a glare in the face of traffic approaching from either direction.
'''Support.''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.71|EPG 903.3.71]] contains information regarding object markers for obstructions within the roadway.


'''Standard.''' Reflective object markers shall be used.
=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[File:620.2_additionalImagery_1.png|thumb|right|489px|An example of ambient light obscuring pavement markings, but also an example of ILPMs also not working due to the flat grade of the highway not allowing the grooves the ILPMs are installed in to drain, resulting in the markers becoming submerged and rendered ineffective.]]
'''Support. '''MoDOT has utilized a series of various pavement marking systems to enhance wet night visibility over the decades, including snow plowable raised pavement markers, rumble stripe edge lines, grooved in durable markings with wet reflective elements, grooved in waterborne markings with wet elements and the current marking system using an enhanced ASTM Type III glass bead (MoDOT Type L) on all pavement markings on major roads.  The MoDOT Type L / high build waterborne pavement marking and edge line rumble stripes are the predominate wet nighttime marking system, with inlaid pavement markers being an optional supplement to this system.    


<div id="Fig. 620.2.10.1"></div>
Inlaid pavement markers (ILPMs) offer benefits over traditional pavement markings in heavy rain conditions, and in conditions where ambient light creates a sheen on the wet pavement at night making it more difficult to see traditional pavement markings. However, ILPMs are only a supplement to traditional pavement markings, which must be maintained at the highest standards possible. ILPMs only serve as a supplement as they provide no guidance during daylight hours, and pavement markers provide no guidance to the machine vision systems that are being deployed in today’s vehicle fleet.  
[[Image:620.2.10.1.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.1, Markings for Pavement Transitions'''</center>
<center>Refer to [[620.6 Delineators (MUTCD Chapter 3F)|EPG 620.6 Delineators]] for delineator spacing.</center>]]


<div id="Fig. 620.2.10.2"></div>
ILPMs can provide a safety benefit during wet-night conditions where they are warranted. However, research indicates ILPMs can have a negative safety impact if applied in areas where they are not warranted, providing too much guidance resulting in drivers overdriving the wet-night conditions. The research found the markers to offer the greatest safety impact in urban areas on divided highways with three or more lanes in one direction and areas where ambient light creates a sheen on the pavement obscuring normal pavement markings. With MoDOT’s direction to use rumble stripes for all its major roadways, roads with only two lanes in each direction offer the enhanced edge line guidance to all lanes of traffic compared to a three-lane section where the middle lane has no edge line rumble stripe to reference. 
[[Image:620.2.10.2 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 1 of 2, MUTCD 3B-15)'''</center>]]


<div id="Fig. 620.2.10.3"></div>
Installations are being limited to the cradle system of ILPMs at this time as they have proven to provide the longest service life compared to other systems which have been evaluated. The reflectors are installed in pairs to provide redundancy and increase the service life of the installation.
[[Image:620.2.10.3 3B15.jpg|thumb|center|700px|<center>'''Fig. 620.2.10.3, Examples of Applications of Markings for Obstructions in the Roadway (Sheet 2 of 2, MUTCD 3B-15)'''</center>]]


==620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)==
ILPMs are not without limitations, these devices are recessed below the pavement surface to protect the reflectors from snowplow damage. On roadway segments with a grade or super elevation in a curve, the grooves the markers are installed in will typically drain keeping the reflectors visible. However, on roadway segments which have a flat grade these grooves can fill up with water covering the reflectors rendering them ineffective in heavier rain events.


'''Support.''' There are two types of raised pavement markers, temporary and snowplowable. There are also two types of temporary markers. The Type 1 temporary marker is used on surface treatment projects and is applied before the surface treatment is applied. Type 1 temporary markers are also used for temporary edgeline marking and may be used as part of the "cluster marking" for lane lines on divided highways. The Type 2 temporary marker may be used on final surfaces on paving projects. The Type 2 markers are also part of the "cluster marking" for lane lines on divided highways. Snowplowable raised pavement markers are considered to be long life marking application.


MoDOT is responsible for the maintenance of snowplowable raised pavement markers. This maintenance involves the replacement of the reflective lenses that are inlaid into the castings and checking that the castings are firmly in the pavement.
'''MoDOT's Implementation of ILPMs'''


'''Standard.''' The color of raised pavement markers under both daylight and nighttime conditions shall conform to the color of the marking for which they serve as a positioning guide, or for which they supplement or substitute.
'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings&nbsp;only when:
:# Installed in accordance with manufactures’ installation guidance.
:# Special attention needs to be given to installations on concrete as ILPM installations in concrete have historically had high failure rates.  The selected manufacturer must demonstrate they have corrected this issue with an appropriate installation procedure.  


No new snowplowable raised pavement markers will be installed on MoDOT roads.
:D. The ILPMs shall contain a white reflector visible to oncoming traffic and a red reflector on the reverse side of the marker, providing a wrong way deterrent. The color of the ILPMs shall conform to the color of the marking they supplement, under both daylight and nighttime conditions. When used, ILPMs shall require approval from the State Highway Safety and Traffic Engineer.


Snowplowable raised pavement markers that are found to be loose in the pavement shall be removed.
<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[File:620.2_additionalImagery_4.png|thumb|center|Newly installed cradle ILPM, cradle tabs still in place which hold the marker at the proper elevation until the epoxy cures]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>


'''Option.'''  The side of a raised pavement marker that is visible to traffic proceeding in the wrong direction may be red (see [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors]]).  
'''Support. '''ILPMs do have a limited life expectancy, when installed in accordance with the guidance above, the service life is approximately 4 to 5 years or roughly half the life of a typical asphalt overlay. Failure modes can include damage / missing reflector lenses from the cradle, or the loss of the entire reflector installation from the pavement.  Loss of the entire marker installation results in a cavity in the pavement which could accelerate pavement deterioration.


Retroreflective or internally illuminated raised pavement markers may be used in the roadway immediately adjacent to curbed approach ends of raised medians and curbs of islands, or on top of such curbs (see [[#620.2.23 Curb Markings (MUTCD Section 3B.23)|EPG 620.2.23]]).
'''Guidance. '''Maintenance and impacts to pavement should be taken into account when considering the installation of ILPMs.   A maintenance program should be implemented to maintain the marker’s performance. This maintenance should take place approximately halfway through the asphalt’s overlay cycle, assuming an 8 to 10 year cycle.  


'''Support.''' Retroreflective and internally illuminated raised pavement markers are available in mono-directional and bidirectional configurations. The bidirectional marker is capable of displaying the applicable color for each direction of travel.
'''Support. '''Concrete installation maintenance requirements can be significantly different due to the service life of a concrete surface.  Based on maintenance cycles from other states, this would typically result in maintenance beginning 4 years after the initial installation, a second maintenance cycle 2-3 years later and then annually from that point forward. This cycle accounts for the varying ages of markers that results from the lack of an overlay replacement.  The actual maintenance cycle may vary based on inspections.  The use of MoDOT’s mobile retroreflectivity contract could also be used to measure ILPM performance to determine the maintenance needs.


'''Standard.''' When used, internally illuminated raised pavement markers shall be steadily illuminated and shall not be flashed.
'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
:A. Install new ILPMs in the gaps between lane lines which did not receive markers initially, allowing the original markers to fade out of service.  This is the more efficient and cost effective method, however, milling new markers into a midlife asphalt could accelerating the asphalt joint failure depending on pavement condition.
:B. Inspection and replace ILMPs individually in their original locations.  This method is more labor intensive and costly; however, it could reduce the risk of accelerated pavement failure by eliminating new milling operations. Reinstalling markers in the cavities left by old, dislodged markers could also help seal and preserve the pavement.


'''Support.''' Flashing raised pavement markers are considered to be In-Roadway Lights (see ''MUTCD'' Chapter 4N).
'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
:A. Does the route in question have a documented wet-night crash history that is tied to visibility and not surface condition to warrant the installation?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
:C. If the installation will be allowed to fade out of service, what ramifications would a district expect in terms of failing to meet customer expectations for the presence of the markers and/or increases in wet-night crashes as markers fade away?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?


'''Guidance.''' The spacing of raised pavement markers used to supplement or substitute for other types of longitudinal markings should correspond with the pattern of broken lines for which the markers supplement or substitute.
<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_7.png|thumb|right|Complete loss of marker installation, these sites need to be patched with asphalt or new markers installed in the same location]]
|}
</center>


A visual inspection should be performed in the spring of the year to determine the condition and the number of reflectors needed to maintain the markers. The replacement schedule should be determined by the district to best use available time and personnel. This survey should also include the condition of the castings in the pavement.
=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==


'''Standard.''' The value of N for the spacing of raised pavement markers shall equal the length of one line segment plus one gap of the broken lines used on the highway.
'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.  


The spacing of temporary pavement markers shall be in accordance with [http://www.modot.state.mo.us/business/standards_and_specs/documents/62010.pdf Standard Plan 620].
'''Guidance. '''Barrier curbs which are located in the line of traffic flow where the curb serves to channel traffic should be marked, even in cases in which they otherwise would not be marked as indicated in the following paragraph.


'''Option.''' The replacement of defective reflectors may be accomplished under contract.
Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).


==620.2.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings (MUTCD Section 3B.12)==
'''Option. '''The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See [[#fig620.2.17|Figure 620.2.17]]).


Not used in Missouri.
{{SpanID|fig620.2.17}}
[[File:Figure 620.2.16 Painted Curb Marking for Barrier Curbs.jpg|thumb|center|850px|alt= |'''Figure 620.2.17''' Painted Curb Marking for Barrier Curbs]]


==620.2.13 Raised Pavement Markers Supplementing Other Markings (MUTCD Section 3B.13)==


Not used in Missouri.
'''Guidance.''' Since yellow and white curb markings are used for curb delineation and visibility, parking regulations should be established through the installation of standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.43|EPG 903.2.43]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.44|EPG 903.2.44]]).


==620.2.14 Raised Pavement Markers Substituting for Pavement Markings (MUTCD Section 3B.14)==
=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==


Not used in Missouri.
'''Option. '''Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.


==620.2.15 Transverse Markings (MUTCD Section 3B.15)==
'''Standard. '''Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made.  


'''Standard.''' Transverse markings, which include shoulder markings, word and symbol markings, arrows, stop lines, yield lines, crosswalk lines, speed measurement markings, speed reduction markings, speed hump markings, parking space markings, and others, shall be white unless otherwise provided herein.
Except as provided in [[913.3 Markings (MUTCD Chapter 8C)#913.3.3|EPG 913.3.3]], stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or at locations on uncontrolled approaches where drivers or bicyclists are required by State law to yield to pedestrians.


'''Guidance.''' Because of the low approach angle at which pavement markings are viewed, transverse lines should be proportioned to provide visibility at least equal to that of longitudinal lines.
'''Guidance. '''Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.8_Longitudinal_Positioning_of_Signal_Faces_(MUTCD_Section_4D.08)|EPG 902.4.8]]).


Transverse markings should use durable materials for permanent installations.
'''Standard. '''Stop lines shall be 24 inches wide.


'''Support.''' Particular attention must be given to the maintenance of transverse lines and markings. Due to their placement on the pavement, these markings are subject to constant wear.
'''Option. '''Stop lines may be omitted at ramp control signals.


==620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)==
'''Support.  '''[[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]] contains information regarding the use and application of stop lines in conjunction with a pedestrian hybrid beacon.


'''Guidance.''' Stop lines should be used to indicate the point behind which vehicles are required to stop, in compliance with a traffic control signal.
'''Option.''' Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.


Yield lines may be used to indicate the point behind which vehicles are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here to Pedestrians (R1-5 or R1-5a) sign.  
{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="A: The first example shows a two-lane, two-way vertical roadway intersecting a two-lane, two-way horizontal roadway from the south. On the vertical roadway, in the northbound lane at the intersection, a right-turn slip lane is shown with an “optional” yield line of solid white isosceles triangles across the lane. Just beyond this yield line, an R1-2 sign is shown on the right side of the lane. Beyond that, a crosswalk is shown with longitudinal white bars and curb ramps at each end, crossing the slip lane before it merges into the eastbound lane of the horizontal roadway. The crosswalk connects to a white, right-angled triangular pedestrian traffic island. A second crosswalk, denoted by longitudinal white bars with ramps at each end, is shown connected to this island at the intersection. The crosswalk crosses both travel lanes of the vertical roadway. A solid white stop line is marked across the northbound lane prior to the second crosswalk.


'''Standard.'''  Except as provided in MUTCD Section 8B.28, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign or at locations on uncontrolled approaches where drivers are required by State law to yield to pedestrians.
B: The second example shows a roadway with three eastbound lanes. On the right side of this example, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown crossing all approaching lanes. Just beyond these ramps, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PR plaque and the other a W11-2 sign mounted above a W16-7PL plaque, are shown adjacent to the left and right side of the roadway, respectively. In advance of the crosswalk, an “optional” yield line of solid white isosceles triangles is shown across all approaching lanes, where two R1-5 signs are placed adjacent to the left and right side of the roadway.


Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, a traffic control signal, or some other traffic control device.
C: The third example shows a vertical highway with five northbound lanes of a divided highway, three northbound lanes of which continue through past an exit ramp. The two rightmost lanes angle off to the right becoming deceleration lanes leading to a right exit ramp. A sidewalk is shown running parallel to the rightmost deceleration lane. From the bottom of this example and extending to the right exit ramp, solid white lines are shown on both sides of the deceleration lanes. Prior to the exit ramp, an “optional” yield line of solid white isosceles triangles is shown crossing both deceleration lanes, where an R1-5 sign is placed to the right of the sidewalk next to the rightmost deceleration lane. Continuing north, a “theoretical gore” is shown at the beginning of the exit ramp. On the exit ramp, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown. Just beyond the crosswalk, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PL plaque and the other a W11-2 sign mounted above a W16-7PR plaque, are shown adjacent to the left (at the physical gore) and right side of the ramp, respectively."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]


Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required.
'''Standard.''' If used, a yield line pavement marking shall not be installed without a Yield (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or some other traffic control device that requires vehicles to yield (see [[#fig3b16|Figure 620.2.18]]).


Stop lines shall be used in advance of railroad crossings to indicate the appropriate location to stop.
Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a traffic control signal, or some other traffic control device.


When any crosswalk is installed where a permanent traffic control device is provided, such as a STOP sign or traffic signal, a stop line shall be installed in advance of the crosswalk.
Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.  


Stop lines shall be 24 in. wide and shall extend across all lanes affected by the traffic control device.
The individual triangles comprising the yield line shall have a base of 24 inches wide and a height of 36 inches. The space between the triangles shall be 8 to 12 inches. The spacing of triangles in a yield line shall be consistent for that marking. See [https://www.modot.org/media/16896 Standard Plan 620].


Yield lines (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required.  The spacing of triangles in a yield line shall be consistent for that marking.
'''Option.''' Yield lines may be considered for those locations where a channelized right turn lane is developed but there is not an acceleration lane on the intersecting road.   


'''Guidance.''' If used, the smaller size yield line should be 16 in. wide by 24 in. tall and should be used on right turn lanes. The larger size yield line should be 24 in. wide by 36 in. tall and should be used on ramps where there is no acceleration lane.
Yield lines may also be used where engineering judgment indicates a need.
 
The space between the triangles should be 3 to 6 in. as shown on [http://modot.mo.gov/business/standards_and_specs/documents/62000.pdf Standard Plan 620.00].
 
Yield lines may be considered for those locations where a free right turn lane is developed but there is not an acceleration lane on the intersecting road.  Yield lines may also be considered at on ramps with tapered acceleration lanes as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Lined and Channelizing Line Applications for Entrance Ramp Markings]].


Yield lines may also be used where engineering judgment indicates a need.
'''Guidance. '''If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [[620.4 Circular Intersection Markings (MUTCD Chapter 3D) #620.4.4|EPG 620.4.4]] and at midblock crosswalks. Stop lines can be adjusted using engineering judgement to accommodate pedestrian facilities or improve safety, but the stop line in the lane closest to the right-hand edge of the roadway should be placed a maximum of 10 feet in advance of the nearest crosswalk. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way.


'''Guidance.''' If used, stop and yield lines should be placed a minimum of 4 ft. in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [[620.3  Roundabout Markings (MUTCD Chapter 3C)#620.3.4 Yield Lines for Roundabouts (MUTCD Section 3C.04)|EPG 620.3.4 Yield Lines for Roundabouts]] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 ft. nor less than 4 ft. from the nearest edge of the intersecting traveled way. Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.
Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.


When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.
When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.
Line 699: Line 674:
When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.
When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.


Stop lines at midblock signalized locations should be placed at least 40 ft. in advance of the nearest signal indication.  
'''Standard. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here to Pedestrians (R1-5 series) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]]) shall be used.


If yield or stop lines are used at a crosswalk that crosses an uncontrolled multilane approach, the yield lines or stop lines should be placed 20 to 50 ft. in advance of the nearest crosswalk line, and parking should be prohibited in the area between the yield or stop line and the crosswalk (see Figure 620.2.17.1 Examples of Yield Lines at Unsignalized Midblock Crosswalks).  
'''Guidance. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, the yield line should be placed 20 to 50 feet in advance of the nearest crosswalk line (see Drawing B in  [[#fig3b16|Figure 620.2.18]]).


'''Standard.''' If yield (stop) lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here To (Stop Here For) Pedestrians (R1-5 series) signs (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11 Raised Pavement Markers]] shall be used).
If yield lines are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk.  


'''Guidance.''' Yield (stop) lines and Yield Here To (Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.
'''Guidance. '''Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a circular intersection.


'''Support.''' Drivers yielding or stopping too close to crosswalks that cross uncontrolled multi-lane approaches place pedestrians at risk by blocking other drivers’ views of pedestrians and by blocking pedestrians’ view of vehicles approaching in the other lanes.  
'''Support. '''[[913.3 Markings (MUTCD Chapter 8C)#913.3.3_Stop_and_Yield_Lines_(MUTCD_Section_8C.03)|EPG 913.3.3]] contains information regarding the use of stop lines and yield lines at grade crossings.


'''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis. Refer to "D" of Fig. 620.2.8.2.
'''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D in [[#fig620.2.13.2|Figure 620.2.13.2]]).


'''Support.''' Staggered stop lines and staggered yield lines can improve the driver's view of pedestrians, provide better sight distance for turning vehicles and increase the turning radius for left-turning vehicles.
'''Support.''' Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.


[[#620.2.28 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)|EPG 620.2.28 Stop and Yield Lines at Highway-Rail Grade Crossings]] contains information regarding the use of stop lines and yield lines at grade crossings.
=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==


<div id="Fig. 620.2.16"></div>
'''Support. '''Word, symbol, and arrow markings on the pavement are used for the purpose of regulating, warning, or guiding traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user’s attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [[#fig3b17|Figure 620.2.20]] and [[#fig3b21|Figure 620.2.22.1]], respectively. See [https://www.modot.org/media/16896 Standard Plan 620].
[[Image:620.2.16 3B16.jpg|thumb|center|780px|<center>'''Fig. 620.2.16, Examples of Yield Line Layouts (MUTCD Fig. 3B-16)'''</center>]]


==620.2.17 Do Not Block Intersection Markings (MUTCD Section 3B.17)==
'''Option.''' Word, symbol, and arrow pavement markings may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages provided by other devices.


'''Option.''' Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.
'''Support.''' [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information for arrow pavement markings in the vicinity of grade crossings.


'''Standard.''' If used, Do Not Block Intersection markings (see Figure 620.2.17.2) shall consist of  wide solid white lines that outline the intersection area that vehicles must not block 8 in. to 12 in. wide and white cross-hatching within the intersection area 4 in. to 6 in. wide.
'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].


Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Section 2B.53)|EPG 903.5.30]]), one or more DO NOT STOP ON TRACKS (R8-8) signs (see [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]]) or one or more similar signs.
'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.


<div id="Fig. 620.2.17.1"></div>
'''Standard.''' Pavement marking letters, numerals, symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).
[[Image:620.2.17.1 3B17.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.1, Examples of Yield Lines at Unsignalized Midblock Crosswalks (MUTCD Fig. 3B-17)'''</center>]]


<div id="Fig. 620.2.17.2"></div>
'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.
[[Image:620.2.17.2 3B18.jpg|thumb|center|780px|<center>'''Fig. 620.2.17.2, Do Not Block Intersection Markings (MUTCD Fig. 3B-18)'''</center>]]


==620.2.18 Crosswalk Markings (MUTCD Section 3B.18)==
Except for the two opposing white arrows of a two-way left-turn lane marking (see [[#fig3b7|Figure 620.2.2]]), the longitudinal space between word, symbol, and/or arrow markings that are used together to formulate one interrelated message should be four times the height of the characters.


'''Support.''' Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops.
When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.


In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.
Pavement word, symbol, and arrow markings should be no more than one lane in width.


At non-intersection locations, crosswalk markings legally establish the crosswalk.
Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.


'''Standard.''' When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk.  They shall be not less than 6 in. nor greater than 24 in. wide and 6 ft. apart.
'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.


If transverse lines are used to mark a crosswalk, the gap between the lines shall not be less than 6 feet. If longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk shall not be less than 6 ft. wide.
=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==


'''Guidance.''' Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see [http://www.modot.state.mo.us/business/standards_and_specs/documents/62000.pdf Standard Plan 620.00]).
'''Guidance. '''Letters and numerals should be 6 feet or more in height, except as provided in [[914.5 Markings (MUTCD Chapter 9E)#914.5.1|EPG 914.5.1]] for the BIKE LANE word pavement marking.


At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).
The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.


Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk installed at a location away from a traffic control signal or STOP or YIELD signs. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average annual daily traffic (AADT), the posted or statutory speed limit or 85<sup>th</sup>-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting and other appropriate factors.
If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.
 
New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:
 
:A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or
 
:B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.
 
'''Support.''' Chapter 4F of the MUTCD contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.
'''Guidance.''' Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|Non-vehicular Sign (W11-2, W11-7)]]) should be installed and adequate visibility should be provided by parking prohibitions.
 
If used, the “Zebra” pedestrian crosswalk marking should consist of longitudinal lines 30 in. wide and spaced 30 in. apart for 10 ft. lanes, 33 in. wide and spaced 33 in. apart for 11 ft. lanes and 36 in. wide and spaced 36 in. apart for 12 ft. lanes.
 
When longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines should be omitted. The marking design should avoid the wheel paths.
 
'''Support.''' [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]] contains information regarding placement of stop line markings near crosswalk markings.
 
'''Option.''' Where permanent traffic control devices are not provided, speeds are greater than 35 mph or the crosswalk is located in rural locations where they are unexpected, the width of the crosswalk line may be increased up to 24 inches.
 
Crosswalks may be located mid-block if this placement offers greater safety to the pedestrian than the normal placement at an intersection. In these cases, the “Zebra” pedestrian crosswalk marking may be used for greater emphasis and visibility. This type of marking may also be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected.
 
'''Standard.''' All school crosswalks authorized by an agreement between the Commission and the school and/or city shall be marked. Crosswalks for schools shall be maintained in a manner that will provide a clearly visible marking at all times.
 
All school crosswalks shall be marked using both the advance school crosswalk and the school crosswalk sign, refer to [[903.19 Signing for School Areas#903.19.8 School Sign (S1-1) and Plaques (MUTCD Section 7B.08)|EPG 903.19.8 School Sign (S1-1) and Plaques]].
 
'''Option.''' When school crosswalks are located mid-block, the “Zebra” pedestrian crosswalk marking may be used for greater emphasis and visibility.
 
'''Guidance.'''  Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.
 
'''Support.'''  Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The [http://www.access-board.gov/adaag/html/adaag.htm ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11) contains specifications for design and placement of detectable warning surfaces.
 
<div id="Fig. 620.2.18"></div>
[[Image:620.2.18 3B19.jpg|thumb|center|780px|<center>'''Fig. 620.2.18, Examples of Crosswalk Markings (MUTCD Figs. 3B-19 and -20)'''</center>]]
 
==620.2.19 Parking Space Markings (MUTCD Section 3B.19)==
 
'''Support.''' Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial. Parking space markings tend to prevent encroachment into fire hydrant zones, bus stops, loading zones, approaches to intersections, curb ramps, and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in [[#Fig. 620.2.20.1|Fig. 620.2.20.1, Examples of Parking Space Markings]].
 
If the parking lot is not striped, it is not necessary to mark the disabled reserved stall.
 
'''Standard.''' Parking space markings shall be white.
 
The marking used for disabled parking areas shall be white, except for the curb painting, which shall be blue in color.
 
If the parking lot is striped, then the required number of disabled stalls shall be marked as follows:
   
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|-
! style="background:#BEBEBE"| Total Parking in Lot !! style="background:#BEBEBE"| Required Minimum Number of Accessible Spaces 
|-
| 1 to 25 || 1 
|-
| 26 to 50 || 2
|-
| 51 to 75 || 3
|-
| 76 to 100 || 4
|-
| 101 to 150 || 5
|-
| 151 to 200 || 6
|-
| 201 to 300 || 7
|-
| 301 to 400 || 8
|-
| 401 to 500 || 9
|-
| 501 to 1000 || (2 percent of total)
|-
| 1001 and over || (20 plus 1 for each 100 over 1000
|}
 
If disabled parking stalls are marked, then at least one shall be marked as "Van Accessible". Additional van accessible parking stalls are required in the ratio of one van accessible per eight disabled stalls. The neutral zone adjacent to a van accessible stall shall be 8 ft. wide as opposed to the standard 5 ft. width.
 
<div id="Fig. 620.2.19"></div>
[[Image:620.2.19.jpg|thumb|center|780px|<center>'''Fig. 620.2.19, Typical Hash Bar Markings'''</center>]]
 
'''Option.''' Spaces required by the above may not need be provided in the particular lot.  These spaces may be provided in a different location if they provide equivalent or greater accessibility for the disabled person (see [[#Fig. 620.2.20.4|Disabled Parking Areas]]).
 
'''Guidance.''' For disabled parking, depending upon the number of linear feet of curb requiring blue paint, 1 or 2 gallons of our standard white traffic paint should be taken to a local paint store to have blue paint pigment added. 10 ounces of the blue pigment should be added to 1 gallon of our standard white traffic paint. The blue paint pigment that can be used is available through Sherman Williams paint stores and other businesses that handle the "Blenda Color blue - No. A6011". The mixed blue paint will be lighter in color than the blue background we provide on our disabled parking signs, however, it will be acceptable.
 
'''Option.''' Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities.
 
'''Support.''' Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]] and illustrated in [[#Fig. 620.2.24|International Symbol of Accessibility Parking Space Marking with Blue Background and White Border Options]]. The design and layout of accessible parking spaces for persons with disabilities is provided in the [http://www.access-board.gov/adaag/html/adaag.htm ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11).
 
==620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)==
 
'''Guidance.''' Word, symbol and arrow markings on the pavement are used for the purpose of guiding, warning, or regulating traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user's attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [http://www.modot.state.mo.us/business/standards_and_specs/documents/62000.pdf Standard Plan 620.00] and [[#Fig. 620.2.20.7|Fig. 620.2.20.7, Examples of Lane Reduction Arrow]].
 
'''Option.''' Word, symbol and arrow markings, including those contained in the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11), may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning or guidance messages. Among the word, symbol and arrow markings that may be used are the following:
 
:A. Regulatory:
 
::1. STOP
 
::2. YIELD
 
::3. RIGHT (LEFT) TURN ONLY
 
::4. 25 MPH
 
::5. Lane use and wrong way Arrow Symbols
 
::6. Other preferential lane word markings
 
:B. Warning:
 
::1. STOP AHEAD
 
::2. YIELD AHEAD
 
::3. YIELD AHEAD Triangle Symbol
 
::4. SCHOOL XING
 
::5. SIGNAL AHEAD
 
::6. PED XING
 
::7. SCHOOL
 
::8. R X R
 
::9. BUMP
 
::10. HUMP
 
::11. Lane reduction arrows
 
:C. Guide:


::1. Route numbers (route shield pavement marking symbols and/or words such as I-70,US 40, STATE 135 or ROUTE 10)
'''Standard. '''The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.


::2. Cardinal directions (NORTH, SOUTH, EAST or WEST)


::3. TO
{{SpanID|fig3b17}}
[[File:Figure 620.2.20 Example ONLY word pavement marking.png|thumb|center|400px|alt=The image shows an example of elongated letters for the word “ONLY” as a pavement marking. The image includes dimensions of the elongated word message.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]


'''Standard.''' Word, symbol and arrow markings shall be white and reflectorized, except as otherwise provided in this article.  
'''Guidance. '''Where through lanes approaching an intersection become mandatory turn lanes, ONLY word pavement markings (see [[#fig3b17|Figure 620.2.20]]) should be used in addition to signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]) and the required lane-use arrow markings (see [[#620.2.22|EPG 620.2.22]]).


Pavement marking letters, numerals, symbols and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the ''Standard Highway Signs and Markings'' book (see MUTCD Section 1A.11).
'''Option. '''The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement such as turn bays.  


<div id="Fig. 620.2.20.1"></div>
The ONLY word marking may be used to supplement a preferential lane word or symbol marking (see [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E) #620.5.3| EPG 620.5.3]]).
[[Image:620.2.20.1 3B21.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.1, Examples of Parking Space Markings (MUTCD Fig. 3B-21)'''</center>]]


<div id="Fig. 620.2.20.2"></div>
'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.
[[Image:620.2.20.2.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.2, International Symbols of Accessibility Parking Space Marking'''</center>]]


<div id="Fig. 620.2.20.3"></div>
=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==
[[Image:620.2.20.3.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.3, Disabled Symbol Detail'''</center>]]


<div id="Fig. 620.2.20.4"></div>
'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.
[[Image:620.2.20.4.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.4, Disabled Parking  Area'''</center>]]


<div id="Fig. 620.2.20.5"></div>
'''Option. '''Pavement markings simulating Interstate, U.S., State, and other official highway route signs with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see [[#fig3b18|Figure 620.2.21.1]]).
[[Image:620.2.20.5.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.5, Disabled Parking  Area Multiple'''</center>]]


<div id="Fig. 620.2.20.6"></div>
[[Image:620.2.20.6 3B23.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.6, Example of Elongated Letters for Word Pavment Markings (MUTCD 3B-23)'''</center>]]
<div id="Fig. 620.2.20.7"></div>
[[Image:620.2.20.7 3B24.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.7, Examples of Standard Arrows for Pavment Markings (MUTCD 3B-24)'''</center>]]
'''Guidance.''' When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.
The elongation of these markings is dependent upon the posted speed limit and should be as follows:
                                                                                               
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|-
|align="center" colspan="3" style="background:#BEBEBE"|'''Table 620.2.20 Pavement Marking Lettering Heights and Spacings
|-
! style="background:#BEBEBE"| Posted Speed Limit !! style="background:#BEBEBE"| Elongated Length !! style="background:#BEBEBE" | Approximate Space Between Word and Symbol
|-
| 35 mph or less || 8 ft. || 32 ft.
|-
| Greater than 35 mph || 10 ft. || 40 ft.
|}
The spacing between the word and symbol is approximate and should be adjusted as field conditions warrant.


Word and symbol markings should not exceed three lines of information.
{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
B: A solid white elongated shape of a U.S. Route Shield is shown, with a black numeral “40” on the shield, against a dark gray background.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
D: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, against a dark gray background.
E: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, placed on a black square, against a light gray background."
|'''Figure 620.2.21.1''' Elongated Route Shields <!--br><br>'''Notes:'''<br><ol><li>See the "Standard Highway Signs and Markings" book for other sizes and details</li><li>Colors and elongated shapes simulating State route shield signs may be used for route shield pavement markings where appropriate</li></ol-->]]


If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.
{{SpanID|fig3b19}}
[[File:Figure 620.2.21.2 International Symbol of Accessibility Parking Space Marker.png|thumb|center|300px|alt=A blue square is shown with rounded corners and with a white border, also with rounded corners. The blue background and white border are optional. Centered within the blue square is a white symbol of a person sitting in a wheelchair.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]


Except for the two opposing arrows of a two-way left-turn lane marking (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way, Left-Turn Marking Applications]]), the longitudinal space between word or symbol message markings, including arrow markings, should be at least four times the height of the characters for low-speed roads, but not more than ten times the height of the characters under any conditions.
{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="A: A solid white outline of an isosceles triangle on a vertical rectangular light gray legend is shown. The base of this triangle is a line 6 ft wide and 36 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 20 ft.
B: A solid white outline of an isosceles triangle on a square light gray legend is shown. The base of this triangle is a line 6 ft wide and 30 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 13 ft."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]


The number of different word and symbol markings used should be minimized to provide effective guidance and avoid misunderstanding.


Except as noted below for the SCHOOL word marking (see MUTCD Section 7C.03) in the Option, pavement word, symbol and arrow markings should be no more than one lane in width.
<div id="fig620.2.21.4"></div>
[[File:Figure 620.2.21.4 Disabled Symbol Detail.jpg|thumb|center|780px|alt=The image shows a black International Symbol of Accessibility (ISA) with a person in a wheelchair, displayed on a rectangular grid composed of 1-foot by 1-foot squares. A reference square at the top left indicates the 1-foot scale.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]


'''Option.''' The SCHOOL word marking may extend to the width of two approach lanes (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).


'''Guidance.''' When the SCHOOL word marking is extended to the width of two approach lanes, the characters should be 10 ft. or more tall (see Section 7C.03 in the [http://mutcd.fhwa.dot.gov/index.htm MUTCD]).
<div id="fig620.2.21.5"></div>
[[File:Figure 620.2.21.5 Disabled Parking Area.jpg|thumb|center|780px|alt=The image shows pavement markings for an accessible parking space with an adjacent access aisle. A white International Symbol of Accessibility (ISA) is painted within the parking stall. The access aisle is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. Stall boundary lines are shown with 6-inch markings. The access aisle connects to a curb ramp that is yellow, with a minimum width of 60 inches, leading to a sidewalk. A blue-painted curb section indicates the placement of a disabled parking sign. White 4-inch markings are shown at the top of the space for boundary definition.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]


Pavement word, symbol and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.


'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols nd arrows may be smaller than suggested, but to the relative scale.
<div id="fig620.2.21.6"></div>
[[File:Figure 620.2.21.6 Disabled Parking Area Multiple.jpg|thumb|center|780px|alt=The image shows pavement markings for a row of accessible parking spaces with a shared access aisle. Four parking stalls are marked with the International Symbol of Accessibility (ISA), painted in white within each stall. The access aisle runs diagonally between the stalls and is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. The access aisle has a minimum width of 60 inches. The accessible stalls each have a minimum width of 132 inches. Disabled parking signs are indicated along both sides of the row. At the bottom right, a detail shows 4-inch wide boundary markings.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]


Pavement markings simulating Interstate, U.S., State, and other official highway route shield signs (see MUTCD Figure 2D-3) with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see Figure 620.2.20.8, Examples of Elongated Route Shields for Pavement Markings).
'''Guidance. '''If route sign markings are provided to guide road users, those route sign markings should be provided in option lanes if markings are provided in any lanes.


<div id="Fig. 620.2.20.8"></div>
If two route sign markings are provided in an option lane, they should be placed in sequence and not divided around an optional lane arrow.
[[Image:620.2.20.8 3B25.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.8, Examples of Elongated Route Shields for Pavement Markings (MUTCD 3B-25)'''</center>]]


'''Standard.''' Except at the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)]] and [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) (MUTCD Section 2B.04)|STOP]] (see MUTCD Section 2B.05) sign. At the ends of aisles in parking lots, the word STOP shall not be used on the pavement unless accompanied by a stop line.  
'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.


The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.  
'''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#fig3b19|Figure 620.2.21.2]]) should be placed in each parking space designated for use by persons with disabilities.


'''Option.''' A yield-ahead triangle symbol (see [[#Fig. 620.2.20.10|Figure 620.2.20.10 Yield Ahead Triangle Symbols]]) or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.
'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].


'''Standard.''' The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|YIELD sign]] is in place at the intersection. The yield-ahead symbol marking shall be as shown in [[#620.2.20.10|Figure 620.2.20.10, Yield Ahead Triangle Symbols]].  
A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.


'''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#Fig. 620.2.20.2|Fig. 620.2.20.2]]) should be placed in each parking space designated for use by persons with disabilities.  
'''Standard. '''The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|EPG 903.2.5]]) is in place at the intersection. The yield-ahead triangle symbol marking shall be as shown in [[#fig3b20|Figure 620.2.21.3]].


'''Option.''' A blue background with white border may supplement the wheelchair symbol as shown in Fig. 620.2.20.2 International Symbol of Accessibility Parking Space Marking with Blue Background and White Border Options.  
'''Option. '''A pedestrian symbol pavement marking may be used on portions of facilities that are reserved exclusively for pedestrian use, such as where a shared-use path transitions to become separate facilities for different types of users.


'''Support.'''  Lane-use arrow markings (see [[#Fig. 620.2.20.7|Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#Fig. 620.2.22.2|Fig. 620.2.22.2, Examples of Lane-Use Control Word and Arrow Pavement Markings)]] and in two-way left-turn lanes (see [[#Fig. 620.2.2.2.4|Fig. 620.2.2.2.4, Example of Two-Way Left-Turn Lane Marking Application]]).
=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==


'''Guidance.'''  Lane-use arrow markings (see Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings) should be used in lanes designated for the exclusive use of a turning movement, including turn bays, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane use arrows markings should also be used in lanes from which movements are allowed that are contrary to the normals rules of the road [[#Fig. 620.2.8.1|Figs. 620.2.8.1 and 620.3.8.2, Examples of Line Extensions through Intersections]]. When used in turn lanes, at least two arrows should be used, one at or near the upstream end of the full-width turn lane and one an appropriate distance upstream from the stop line or intersection [[#Fig. 620.2.5.10.1|Figs. 620.2.5.10.1]] and [[#Fig. 620.2.5.10.1|620.2.5.10.2, Examples of Applications of Conventional Road lane-Drop Marking]] and [[#Fig. 620.2.20.9|Fig. 620.2.20.9, Spacing of Arrows in Left Turn Lanes]].
{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
C: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a left-curving shaft that ends in an upward-pointing arrowhead, and the other branch continues as a straight shaft that ends in an arrowhead, pointing to the right.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
E: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left. The other branch becomes a left-curving shaft that ends in an upward-point arrowhead.
F: One solid black and two black outlines of arrows composed of a horizontal shaft that branches are shown. The solid black arrow curves slightly down and then to the left ending in an upward-pointing arrowhead. The two black arrow outlines with “match arrow(s) with desired lane use configuration” branch off the shaft of the solid black arrow. The outlines are shown as broken black lines in the shape of an arrow. One arrow outline branches down and the other branches to the right.
G: A black arrow is shown composed of a horizontal straight shaft that is a thin rather than a thick line. A right-pointing arrowhead is also composed of a thin rather than thick line. It is at the right end of the shaft but is not connected to it.
H:  A black arrow is shown composed of a straight shaft with a diagonally shaped base that ends in an upward-pointing arrowhead. The arrow is shown in a vertical orientation but at a 20-degree left angle from the right edge of the pavement."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings<!--br><br>'''Note:'''<br><ol><li>See the [[--|Standard Plan 620]] for sizes details</li><li>Refer to [[--|Section 3B.20]] for guidance and options for proportionally scaling the arrows</li><li>If used on approaches to roundabouts, an oval or circle shall only be used for the left-most lane to symbolize the central island.</li></ol-->]]


The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see Fig. 620.2.20.9 Spacing of Arrows in Left Turn Lanes):


:A. The first arrow should be placed 75 ft. in advance of the stop bar.  
{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="A vertical five-lane roadway is shown with two lanes of through traffic in each direction and a center lane used for left turns in opposing directions.
A horizontal roadway is shown, which intersects the vertical one, with two lanes in each direction on the left side of the intersection and only one lane in each direction on the right side of the intersection. A solid double yellow line is shown separating lanes in opposing directions. Crosswalks are shown by parallel white lines across all four corners of both roadways. Wide solid white stop lines are shown in advance of the crosswalks. On the vertical roadway, the center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the south side of the intersection on the vertical roadway, the double yellow line to the left of the left-turn lane and the solid white line on the right of the left-turn lane are shown extending into the intersection (starting beyond the crosswalk on the south side of the intersection) as an optional, single broken yellow and broken white lines, respectively. They are shown curving to the left to prescribe a path leading into the leftmost westbound through lane of the horizontal roadway (ending at the crosswalk on the west side of the intersection). On the south side of the vertical roadway, solid white left-turn arrows are shown in the left-turn lane, combined left-turn and through arrows are shown in the middle lane, and combined right-turn and through arrows are shown in the right lane. Combined right-turn and through arrows on the north side of the intersection on the vertical roadway are denoted as “optional.” The center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the horizontal roadway, on the west side of the intersection, two lanes in the eastbound direction are shown separated with a solid white line. The left lane is shown with combined left-turn and through arrows marked as “optional.” The right lane is shown with a dotted white lane line in advance of the solid white line and two solid white right-turn arrows. Before each of the two right-turn arrows, the word “ONLY” in large white letters is shown.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]


:B. The second arrow should be placed 200 ft. in advance of the stop bar.  
'''Support.''' Lane-use arrow markings (see [[#fig3b21|Figure 620.2.22.1]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#fig3b22|Figure 620.2.22.2]]) and in two-way left-turn lanes (see [[#fig3b7|Figure 620.2.20]]).


:C. Any additional arrows should be placed 400 ft. behind the stop bar.  
[[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information about the placement of lane-use arrow markings in the vicinity of grade crossings.


'''Option.''' The distances between arrows may be adjusted if there are special circumstances that warrant the change.  
'''Guidance. '''Lane-use arrow markings should be used in lanes and turn bays designated for the exclusive use of a turning movement, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B in [[#fig620.2.13.1|Figure 620.2.13.1]]).


'''Guidance.'''  Where opposing offset channelized left-turn lanes exist, lane-use arrow markings should be placed near the downstream terminus of the offset left-turn lanes to reduce wrong-way movements (see MUTCD Fig. 2B-17).
The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#fig620.2.22.3|Figure 620.2.22.3]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.


'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong way movements.
The distances between arrows may be adjusted if there are special circumstances that warrant the change.


'''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, lane-use arrow markings shall be used and shall be accompanied by standard signs and the word ONLY.


The ONLY shall be placed on the pavement in advance of each arrow.
{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="The image shows a vertical roadway with two lanes on the left traveling south, separated by a broken white lane line. Double yellow lines separate these lanes from three lanes on the right traveling north. The three northbound lanes are separated by solid white lines, all of which end at a solid white stop bar near the top of the figure. The three northbound lanes consist of a left-turn lane on the far left and two through lanes to its right.


Lane use, lane reduction, and wrong-way arrow markings shall be designed as shown in [http://www.modot.state.mo.us/business/standards_and_specs/documents/62000.pdf Standard Plan 620.00] and [[#Fig. 620.2.20.7|Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings]].
In the left-turn lane, a left-turn arrow with the word “ONLY” appears 75 feet before the stop bar, repeated again at 200 feet and at 400 feet from the stop bar.


'''Guidance.''' The use of straight arrows should be reserved for correcting special cases, such as, locations where accidents are occurring as a result of vehicles making turns from the through lanes.
A note alongside the figure states: “The word ONLY shall only be used if the left turn lane is an entrapment lane, a left turn lane which is not channelized by a bubble."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]


Where through lanes become mandatory turn lanes, signs or markings should be repeated as necessary to prevent entrapment and to help the road user select the appropriate lane in advance of reaching a queue of waiting vehicles.


The word ONLY should be centered between all arrows used in the mandatory lane. Spacing between the arrow and the ONLY should be 4 to 10 times the height of the ONLY.  In cases where the ONLY is set between two arrows it should be equally spaced between the arrows.  The use of ONLY should not apply to exit ramps.
'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.


'''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.
'''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, turn lane-use arrow markings (see Drawing A in [[#fig3b12|Figure 620.2.8.10]] and [[#fig3b21|Figure 620.2.22.1]]) shall be used and shall be accompanied by standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.33|EPG 903.2.33]]) and the required ONLY word pavement markings (see [[#620.2.20|EPG 620.2.20]]).


'''Guidance.'''  A two-way left-turn lane-use arrow pavement marking, with opposing arrows spaced as shown in Fig. 620.2.2.2.4 Example of Two-Way Left-Turn Lane Marking Application, should be used at or just downstream from the beginning of a two-way left-turn lane.
If used, the ONLY word pavement marking shall be placed in advance of each lane-use arrow for mandatory turn lanes or in advance of a preferential lane word or symbol marking.


'''Option.''' Additional two-way left-turn lane-use arrow markings may be used at other locations along a two-way left-turn lane where engineering judgment determines that such additional markings are needed to emphasize the proper use of the lane.
'''Guidance.''' Where through lanes approaching an intersection become mandatory turn lanes, the required ONLY word markings (see [[#fig3b17|Figure 620.2.20]]), signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]), and turn lane-use arrow markings should be placed well in advance of the turn and should be repeated as necessary to provide the through motorist advance notification to vacate the lane prior to reaching a point where roadway geometrics or a queue of waiting vehicles forces the motorist to make an unintended turn.


'''Standard.'''  A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.
Spacing between the arrow and the ONLY should be four times the height of the ONLY. The use of ONLY should not apply to exit ramps.


Lane-use, lane-reduction, and wrong-way arrow markings shall be designed as shown in Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings and in ''Standard Highway Signs and Markings'' (see MUTCD Section 1A.11).
'''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.


'''Option.''' The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement (see [[#Fig. 620.2.22.2|Fig. 620.2.22.2, Examples of Lane-Use Control Word and Arrow Pavement Markings]] or to supplement a preferential lane word or symbol marking (see MUTCD Section 3D.01).  
'''Guidance.''' The use of straight arrows should be reserved for special cases, such as, locations where crashes have occurred as a result of vehicles making turns from the through lanes.


'''Standard.'''  The ONLY word marking shall not be used in a lane that is shared by more than one movement.
=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==


'''Guidance.''' Where a lane-reduction transition occurs on a roadway with a speed limit of 45 mph or more, the lane-reduction arrow markings shown in [[#620.2.20.7|"F" in Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings]] should be used (see [[#620.2.9.1|Fig. 620.2.9.1, Examples of Applications for Lane-Reduction Transition Marking]]). Except for acceleration lanes, where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, the lane-reduction arrow markings shown in "F" in Figure 620.2.20.7 should be used if determined to be appropriate based on engineering judgment. Examples of locations where they may be effective are at the terminus of hill climbing lanes, lane drops immediately after intersections, or other areas where the geometrics create a lane drop situation that is not obvious to the driver.
'''Guidance. '''Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]]).


'''Option.''' Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.
'''Option.''' The wrong-way arrow markings shown in Drawing G in [[#fig3b21|Figure 620.2.22.1]] may be placed near the downstream terminus of a ramp as shown in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]], or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.


Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.
Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.
Line 1,020: Line 863:
'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.
'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.


'''Guidance.''' If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop bar has been provided, the arrow should be placed 25 ft. in advance of this marking.
'''Guidance. '''If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop line has been provided, the arrow should be placed 25 ft. in advance of this marking.


On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.
On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.


Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.
=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]


'''Option.''' The wrong-way arrow markings shown in [[#620.2.20.7|"D" in Fig. 620.2.20.7, Examples of Standard Arrows for Pavement Markings]] may be placed near the downstream terminus of a ramp as shown in Examples of Arrow Markings at Exit Ramp Terminals (MUTCD Figs. 2B-18 and -19) or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.


A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection (see [[#Fig. 620.2.20.10|Yield Ahead Triangle Symbols]]).
'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.


'''Support.''' Lane-use arrow markings are often used to provide guidance in turn bays, where turns may or may not be mandatory, and in two-way left-turn lanes.
'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
:B. Exit lanes depart from through lanes at a low angle leaving a long distance between the theoretical and physical gore (See Drawing B in [[#fig3b9s1|Figure 620.2.8.1]]).


<div id="Fig. 620.2.20.9"></div>
Chevrons installed in the neutral area of gores should include a minimum of 3 chevron lines with 50 ft spacing consistent with the note on sheet 1 of [https://www.modot.org/media/16896#page=1 Standard Plan 620].  
[[Image:620.2.20.9.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.9, Spacing of Arrow in Left-Turn Lanes'''</center>]]


<div id="Fig. 620.2.20.10"></div>
Chevrons should not be used when there is less than 6 feet of distance between channelizing lines to avoid markings that are not identifiable as a chevron.
[[Image:620.2.20.10 3B26.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.10, Yield Ahead Triangle Symbols (MUTCD Fig. 3B-26)'''</center>]]


<div id="Fig. 620.2.20.11"></div>
'''Option.''' Chevron and diagonal markings may be used:
[[Image:620.2.20.11.jpg|thumb|center|780px|<center>'''Fig. 620.2.20.11, Pavement Marking for Aircraft Speed Check Stations'''</center>]]
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
:C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing A in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e2|Figure 620.5.2.2]]), and
:D. In the neutral areas of islands.


==620.2.21 Aircraft Speed Measurement Markings (MUTCD Section 3B.21)==
'''Support.''' [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)| EPG 912]] (MUTCD Section 5B.02) contains information on chevron markings for driving automation system considerations.


'''Support.''' An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.
'''Standard.''' Chevron markings shall be white, with the point of each chevron facing toward approaching traffic, as shown in [[#fig3b9s1|Figures 620.2.8.1]] through [[#fig3b10|620.2.8.3]], [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|6202.8.3.6]], and Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]].


'''Standard.''' Aircraft speed check markings shall only be installed after the District Engineer or his/her representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.
'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
:C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing D in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e4|Figure 620.5.2.5]]).


Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and he distance between the block shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See Fig. 620.2.20.11, Pavement Marking for Aircraft Speed Check Stations).
Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.


The markings shall be reflective, and are to be placed on the center of each driving lane.
'''Standard.''' When diagonal markings are used between opposing directions of traffic or on the left shoulder of a one-way or divided roadway, they shall be yellow and slant away from traffic in the adjacent travel lanes, as shown in [[#fig3b2|Figure 620.2.1.2]] and [[#fig3b5|Figure 620.2.3.3]], and Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].


Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.1 General (MUTCD Chapter 3A)#620.1.14 Obliteration of Pavement Markings|Obliteration of Pavement Markings]].
When diagonal markings are used on the right shoulder or in no-parking zones (see [[#fig3b23|Figure 620.2.26]]), they shall be white and slant away from traffic in the adjacent travel lane.


'''Option.''' A third block may be installed at the special request of the Highway Patrol.
Except as provided in the second Option paragraph below, chevrons and diagonal markings shall be 24 inches. The longitudinal spacing of the chevrons or diagonal lines shall be 50 feet, with a minimum of three chevron or diagonal markings being used per application. The chevrons and diagonal lines shall form an angle of approximately 45 degrees with the longitudinal lines that they intersect.


If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.  
'''Option. '''If there is insufficient space to install a minimum of three chevron or diagonal markings at 50 foot longitudinal spacing, the longitudinal spacing may be reduced.


'''Guidance.''' Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner.  Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.
Diagonal markings used in no-parking zones or on roadways with operating speeds of less than 25 mph may be 4 inches wide (see [[#fig3b23|Figure 620.2.26]]).


The application of any material should be done following the manufacturer’s recommendations for installation.
=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
&nbsp;
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown in the middle. The horizontal roadway intersects a second vertical roadway on the far right. The direction of travel is two lanes eastbound and two lanes westbound with opposing center turn lanes on the horizontal roadway, and one lane northbound and one lane southbound with opposing center turn lanes on the vertical roadway. No direction of travel is shown on the second vertical roadway. The horizontal roadway is composed of two through lanes in each direction and a center left-turn lane. The vertical roadway is composed of one through lane in each direction and a center turn lane. On both roadways, the through lanes are divided from each other by a broken white line. The left-turn lane is divided from the same direction through lanes by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line to the solid double yellow line that separates the turn lane from the oncoming lanes. Solid white turn arrows are marked in the turn lanes.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]


'''Option.'''  On concrete surfaces, black may be used to provide contrast of the speed blocks.


==620.2.22 Speed Reduction Markings (MUTCD Section 3B.22)==
'''Option. '''Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.


'''Support.''' Speed reduction markings (see Fig. 620.2.22.1, Example of the Application of speed Reduction Markings) are transverse markings that are placed on the roadway within a lane (along both edges of the lane) in a pattern of progressively reduced spacing to give drivers the impression that their speed is increasing. These markings might be placed in advance of an unexpectedly severe horizontal or vertical curve or other roadway feature where drivers need to decelerate prior to reaching the feature and where the desired reduction in speeds has not been achieved by the installation of warning signs and/or other traffic control devices.
'''Standard. '''If used, Do Not Block Intersection markings (see [[#fig3b24|Figure 620.2.25]]) shall consist of wide solid white lines 8 to 12 inches wide that outline the intersection area that vehicles must not block and white cross-hatching 4 in. to 6 in. wide within the intersection area.


'''Guidance.'''  If used, speed reduction markings should be reserved for unexpected curves and should not be used on long tangent sections of roadway or in areas frequented mainly by local or familiar drivers, (e.g., school zones). If used, speed reduction markings should supplement the appropriate warning signs and other traffic control devices and should not substitute for these devices.
Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]), one or more Do Not Stop On Tracks (R8-8) signs (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]]), or one or more similar signs.


'''Standard.'''  If used, speed reduction markings shall be a series of white transverse lines on both sides of the lane that are perpendicular to the centerline, edgeline or lane line. The longitudinal spacing between the markings shall be progressively reduced from the upstream to the downstream end of the marked portion of the lane.
=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==


'''Guidance.''' Speed reduction markings should not be greater than 12 in. wide and should not extend more than 18 in. into the lane.
'''Standard. '''On-street parking space markings shall be white.


'''Standard.''' Speed reduction markings shall not be used in lanes that do not have a longitudinal line (centerline, edgeline or lane line) on both sides of the lane.
'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].


<div id="Fig. 620.2.22.1"></div>
'''Support. '''Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.21|EPG 620.2.21]] and illustrated in [[#fig3b19|Figure 620.2.21.2]].
[[Image:620.2.22.1 3B28.jpg|thumb|center|780px|<center>'''Fig. 620.2.22.1, Example of the Application of Speed Reduction Markings (MUTCD 3B-28)'''</center>]]


<div id="Fig. 620.2.22.2"></div>
{{SpanID|fig3b23}}
[[Image:620.2.22.2 3B27.jpg|thumb|center|780px|<center>'''Fig. 620.2.22.2, Examples of Lane-Use Control Word and Arrow Pavement Markings (MUTCD 3B-27)'''</center>]]
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="Three vertical segments of roadway are depicted, showing the right side of a roadway from the center of the roadway to the curb. Each roadway segment extends vertically for one block, from one intersection to another. Each example has a row of parking spaces marked with white lines on the right side of the roadway between the crosswalks. The example on the left shows parking spaces marked as vertical rectangles; the example in the middle is marked with short vertical and horizontal lines crossing each other designating the beginning or end of each space; the example on the right is marked with long vertical lines to mark the left side of the parking space and a short horizontal line at each end. On all examples, a “NO PARKING ZONE” is shown at the bottom from the north edge of the crosswalk to the south edge of the bottommost parking space in the row, and at the top extending from the south edge of the crosswalk to the north edge of the topmost parking space in the row. A “NO PARKING ZONE” is shown in the middle of row of parking spaces for the examples on the left and right. The dimensions of and distances between crosswalks and parking space of these zones are shown. Parking space widths and lengths and locations between “NO PARKING ZONEs” and crosswalks is shown.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]


=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==
==620.2.23 Curb Markings (MUTCD Section 3B.23)==


'''Support.''' Curb markings are most often used to indicate parking regulations or to delineate the curb.
{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="A,B: Both speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for each option. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the near edge of the speed hump and the point of the “v” shown at the center of the speed hump. Option B shows two speed hump markings on the pavement in each direction, with the base of the first “v” shown at the near edge of the speed hump and the point of that first “v” shown at the center of the speed hump. The base of another “v” is shown beginning at the center of the speed hump with the point of that second “v” ending at the far edge of the hump.
C: Option C shows a larger speed hump marking at the base of the “v” than Option A and B. One speed hump marking is shown in each direction, with the base of each “v” shown at the near edge of the speed hump and the point of the space between the inside and outside “v” lines shown at the center of the speed hump and the point of the outside “v” shown as ending at the far edge of the speed hump. A third “v” point is shown inside each inner “v.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]


'''Standard.''' Where curbs are marked to convey parking regulations in those areas where curb markings are frequently obscured by snow and ice accumulation signs shall be used with the curb markings except as provided below.


All barrier curbs, curbs a minimum of 6 in. tall with a vertical face shall be marked.
{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="Two speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for both options. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table. Option B shows two speed hump markings on the pavement in each direction. For each lane, the base of one “v” is shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table, and the base of another “v” is shown at the outside edge of the crosswalk or speed table with the point of the “v” ending at the outside edge of the hump.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]


'''Guidance.''' Except as provided in the Option, when curb markings are used without signs to convey parking regulations, a legible word marking regarding the regulation (such as “No Parking” or “No Standing”) should be placed on the curb.


'''Option.''' Curb markings without word markings or signs may be used to convey a general prohibition by statute of parking within a specified distance of a STOP sign, YIELD sign, driveway, fire hydrant or crosswalk.  
'''Guidance. '''Speed humps and speed tables are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.


Local highway agencies may prescribe special colors for curb markings to supplement standard signs for parking regulation.
'''Standard. '''If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in [[#fig3b26|Figure 620.2.27.1]]. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in [[#fig3b27|Figure 620.2.27.2]].


'''Support.''' Since yellow and white curb markings are frequently used for curb delineation and visibility, it is advisable to establish parking regulations through the installation of standard signs (see [[903.5 Regulatory Signs#903.5.35 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.39)|EPG 903.5.35 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.39)]] through [[903.5 Regulatory Signs#903.5.37 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8b)|EPG 903.5.37 RESERVED PARKING For Persons with Disabilities Sign (R7-8, R7-8b) (MUTCD Section 2B.41b))]].  
'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.


'''Standard.''' Where curbs are marked for delineation or visibility purposes, the colors shall comply with to the general principles of markings (see
'''Standard. '''Where a speed hump or a speed table specifically incorporates a crossing movement for pedestrians, bicyclists, or equestrians, and functions as a raised crosswalk, crosswalk markings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)|EPG 620.3]]) shall be provided.
[[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors (MUTCD Section 3A.05)]].


'''Guidance.''' Curbs should not be marked in the following cases:
=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==
:A. Where the posted speed limit is 40 mph or less,
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances,
:C. Curbs that are mountable (less than 6 in. tall).


'''Standard.''' Barrier curbs shall be marked in cases A to C if they are used to redirect the flow of traffic.
'''Guidance. '''Advance speed hump markings are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.
[[image:620.2.23.jpg|right|350px|thumb|<center>'''Fig. 620.2.23, Typcial Markings for Barrier Curb'''</center>
<center>Note:  Paint used on curbs shall be of the same color as the edgeline they parallel. If no edgeline is present, the curb shall be marked the appropriate color as if there was an edgeline present.</center>]]
'''Option.''' The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See Fig. 620.2.23, Typical Markings for Barrier Curb).  


'''Guidance.''' Retroreflective solid yellow markings should be placed on approach ends of raised medians and curbs of islands that are located in the line of traffic flow where the curb serves to channel traffic to the right of the obstruction.
'''Option. '''Advance speed hump markings may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.


Retroreflective solid white markings should be used when traffic is permitted pass on either side of the island.
Advance word pavement markings such as BUMP or HUMP may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with [[903.6 Warning Signs#903.6.22_Low_Clearance_Sign_(W12-2_and_W12-2a)_(MUTCD_Section_2C.27)|EPG 903.6.22]].


'''Support.''' Where the curbs of the islands become parallel to the direction of traffic flow, it is not necessary to mark the curbs unless an engineering study indicates the need for this type of delineation.
'''Standard. '''If advance speed hump or speed table markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection.


Curbs at openings in a continuous median island need not be marked unless an engineering study indicates the need for this type of marking.
'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.
<!--{{SpanID|fig3b28}}
[[File:Fig3B-28.png|thumb|center|800px|alt=|'''Figure 620.2.28'''
Advance Warning Markings for Speed Humps or Speed Tables]]-->


'''Option.'''  Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed noses of raised medians and curbs of islands, as a supplement to or substitute for retroreflective curb markings used for delineation.
=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==


==620.2.24  Chevrons and Diagonal Crosshatch (Hash Bar) markings (MUTCD Section 3B.24)==
'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.


'''Guidance.''' Hash bars may be used to supplement other pavement marking which delineate locations not to be driven on. Examples of such markings are:
'''Standard. '''Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.


:A. Left turn bubbles,
:B. No Parking areas,
:C. Gore Points,
:D. Shoulders,
:E. Pavement Transitions and
:F. Painted Medians.


If there is insufficient space to place a minimum of 3 hash bars at 50 ft. intervals, the spacing should be reduced (See [[#Fig. 620.2.19|Fig. 620.2.19 Typical Hash Bar Markings]]).
{{SpanID|fig620.2.29}}
[[File:Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations.jpg|thumb|center|780px|alt=This figure shows a two-lane roadway with a solid yellow centerline and dashed white lane lines. On each side, there is a yellow or white edge line depending on direction of travel. The roadway includes pairs of 24-inch by 24-inch white square pavement markings spaced across both lanes, set 660 feet apart. A third set of markings is optional at the Highway Patrol’s request. An arrow legend indicates direction of travel along the roadway.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]


'''Option.'''  Chevron and diagonal crosshatch markings may be used to discourage travel on certain paved areas, such as shoulders, gore areas, flush median areas between solid double yellow centerline markings or between white channelizing lines approaching obstructions in the roadway (see [[#620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)|EPG 620.2.10 Approach Markings for Obstructions (MUTCD Section 3B.10)]] and [[#Fig. 620.2.10.2|Figs. 620.2.10.2 and 620.2.10.3, Examples of Applications of Markings for Obstructions in the Roadway]]), between solid double yellow centerline markings forming flush medians or channelized travel paths at intersections (see [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]]), buffer spaces between preferential lanes and general-purpose lanes (see [[620.4  Markings for Preferential Lanes  (MUTCD Chapter 3D)#Fig. 620.4.2.2|Figs. 620.4.2.2 Markings for Buffer-Separated Preferential Lanes (MUTCD 3D-2)]] and [[620.4  Markings for Preferential Lanes  (MUTCD Chapter 3D)#Fig. 620.4.2.5|Fig. 620.4.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways (MUTCD 3D-4)]]), and at grade crossings (see MUTCD Part 8).
Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the blocks shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See [[#fig620.2.29|Figure 620.2.29]]).


'''Standard.'''  Hash bars shall be marked using a 24 in. wide stripe set at a 45 degree angle to the driving lane.
The markings shall be reflective, and are to be placed on the center of each driving lane.


The standard spacing between hash bars shall be 50 ft. with a minimum of 3 hash bars being used per application.
Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.11 MoDOT Pavement Marking Materials#620.11.4|EPG 620.11.4]].


When crosshatch markings are used in paved areas that separate traffic flows in the same general direction, they shall be white and they shall be shaped as chevron markings, with the point of each chevron facing toward approaching traffic, as shown in [[#Fig. 620.2.5.1|Figs. 620.2.5.1 and 620.2.5.2, Examples of Dotted Line and Channelizing Line Application for Exit Ramp Markings]], [[#Fig. 620.2.5.3|"A" of Fig. 620.2.5.3, Examples of Dotted Line and Channelizing Line Application for Entrance Ramp Markings]], [[#Fig. 620.2.5.5|Figs. 620.2.5.5 through 620.2.5.9, Examples of Applications of Freeway and Expressway Lane-Drop Markings]] and [[#Fig. 620.2.10.3|Fig. 620.2.10.3, Examples of Applications of Markings for Obstructions in the Roadway]].
'''Option. '''A third block may be installed at the special request of the Highway Patrol.


When crosshatch markings are used in paved areas that separate opposing directions of traffic, they shall be yellow diagonal markings that slant away from traffic in the adjacent travel lanes, as shown in [[#Fig. 620.2.2.0.2|Fig. 620.2.2.0.2, Examples of Four-or-More Lane, Two-Way marking Applications]] and [[#Fig. 620.2.2.2.2|Fig. 620.2.2.2.2, Example of Application of Three-lane, Two-Way Makings for Changing Direction of the Center Lane]] and [[#Fig. 620.2.10.2|Both "A" and "B" of Fig. 620.2.10.2, Examples of Applications of Markings for Obstructions in the Roadway]].
If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.


When crosshatch markings are used on paved shoulders, they shall be diagonal markings that slant away from traffic in the adjacent travel lane. The diagonal markings shall be yellow when used on the left-hand shoulders of the roadways of divided highways and on the left-hand shoulders of one-way streets or ramps. The diagonal markings shall be white when used on right-hand shoulders.
'''Guidance. '''Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.


==620.2.25  Speed Hump Markings (MUTCD Section 3B.25)==
The application of any material should be done following the manufacturer’s recommendations for installation.
 
'''Standard.'''  If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B or C shown in Fig. 620.2.26.1, Pavement Markings for Speed Humps without Crosswalks. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in Figure 620.2.26.2, Pavement Markings for Speed Tables or Speed Humps with Crosswalks.
 
==620.2.26  Advance Speed Hump Markings (MUTCD Section 3B.26)==
 
'''Option.'''  Advance speed hump markings (see Fig. 620.2.26.3, Advance Warning Markings for Speed Humps) may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.
 
Advance pavement wording such as BUMP or HUMP (see [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]]) may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with MUTCD Section 2C.29.
 
'''Standard.''' If advance speed hump markings are used, they shall be a series of eight white  12 in. transverse lines that become longer and are spaced closer together as the vehicle approaches the speed humps or other deflection. If advance markings are used, they shall comply with the detailed design shown in Fig. 620.2.26.3, Advance Warning Markings for Speed Humps.
 
'''Guidance.'''  If used, advance speed hump markings should be installed in each approach lane.
 
<div id="Fig. 620.2.26.1"></div>
[[Image:620.2.26.1 3B29.jpg|thumb|center|780px|<center>'''Fig. 620.2.26.1, Pavement Markings for Speed Humps without Crosswalks (MUTCD 3B-29)'''</center>]]
 
<div id="Fig. 620.2.26.2"></div>
[[Image:620.2.26.2 3B30.jpg|thumb|center|780px|<center>'''Fig. 620.2.26.2, Pavement Markings for Speed Talbes or Speed Humps with Crosswalks (MUTCD 3B-30)'''</center>]]
 
<div id="Fig. 620.2.26.3"></div>
[[Image:620.2.26.3 3B31.jpg|thumb|center|780px|<center>'''Fig. 620.2.26.3, Advance Warning Markings for Speed Humps (MUTCD 3B-31)'''</center>]]
 
==620.2.27  Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)==
 
'''Standard.'''  All grade crossing pavement markings shall be retroreflectorized white. All other markings shall be in accordance with [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].
 
On paved roadways, pavement markings in advance of a grade crossing shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with centerline markings in compliance with [[#620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)|EPG 620.2.1]]), and certain transverse lines as shown in Fig. 620.2.28.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings and Fig. 620.2.28.2, Grade Crossing Pavement Markings.
 
Identical markings shall be placed in each approach lane on all paved approaches to grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or greater.
 
Pavement markings shall not be required at grade crossings where the posted or statutory highway speed is less than 40 mph if an engineering study indicates that other installed devices provide suitable warning and control. Pavement markings shall not be required at grade crossings in urban areas if an engineering study indicates that other installed devices provide suitable warning and control.
 
'''Guidance.''' When pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign. The X symbol and letters should be elongated to allow for the low angle at which they will be viewed.
 
'''Option.'''  When justified by engineering judgment, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.
 
==620.2.28  Stop and Yield Lines at Highway-Rail Grade Crossings  (MUTCD section 8B.28)==
 
'''Standard.'''  On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, gates, or traffic control signals, a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) shall be installed to indicate the point behind which highway vehicles are or might be required to stop.
 
'''Guidance.'''  On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which highway vehicles are required to stop or as near to that point as practical.
 
If a stop line is used, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 ft. in advance of the gate (if present), but no closer than 15 ft. in advance of the nearest rail.
 
'''Option.'''  On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see EPG 620.2.16) or a stop line may be installed to indicate the point behind which highway vehicles are required to yield or stop or as near to that point as practical.
 
'''Guidance.'''  If a yield line is used, it should be a transverse line (see [[#Fig. 620.2.16|Fig. 620.2.16, Examples of Yield Line Layouts]]) at a right angle to the traveled way and should be placed no closer than 15 ft. in advance of the nearest rail (see Fig. 620.2.28.2, Grade Crossing Pavement Markings).
 
<div id="Fig. 620.2.28.1"></div>
[[Image:620.2.28.1 8B6.jpg|thumb|center|780px|<center>'''Fig. 620.2.28.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings (MUTCD 8B-6)'''</center>]]
 
<div id="Fig. 620.2.28.2"></div>
[[Image:620.2.28.2 8B7.jpg|thumb|center|780px|<center>'''Fig. 620.2.28.2, Grade Crossing Pavement Markings (MUTCD 8B-7)'''</center>
<center> Note: Refer to Fig. 620.2.28.1 for placement.</center>]]
 
==620.2.29 Pavement Markings for Bicycle Facilities (MUTCD Section 9C)==
 
===620.2.29.1 Functions of Markings (MUTCD Section 9C.01)===
 
'''Support.''' Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating assigned travel paths, indicate correct position for traffic control signal actuation and provide advance information for turning and crossing maneuvers.
 
===620.2.29.2 General Principles (MUTCD Section 9C.03)===
 
'''Guidance.''' Bikeway design guides (see MUTCD Section 9A.05) should be used when designing markings for bicycle facilities.
 
'''Standard.''' Markings used on bikeways shall be retroreflectorized.
 
'''Guidance.''' Pavement marking word messages, symbols, and/or arrows should be used in bikeways where appropriate. Consideration should be given to selecting pavement marking materials that will minimize loss of traction for bicycles under wet conditions.
 
'''Standard.'''  The colors, width of lines, patterns of lines, symbols, and arrows used for marking bicycle facilities shall be as defined in [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5]], [[620.1 General (MUTCD Chapter 3A)#620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)|EPG 620.1.6]] and [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]].
 
'''Support.''' All the figures in EPG 620.2.29 show examples of the application of lines, word messages, symbols and arrows on designated bikeways.
 
'''Option.''' A dotted line may be used to define a specific path for a bicyclist crossing an intersection (see Figure 620.2.29.4.1) as described in EPG 620.1.6 and [[#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08|EPG 620.2.8]].
 
===620.2.29.3 Marking Patterns and Colors on Shared-Use Paths (MUTCD Section 9C.03)=== 
 
'''Option.''' Where shared-use paths are of sufficient width to designate two minimum width lanes, a solid yellow line may be used to separate the two directions of travel where passing is not permitted, and a broken yellow line may be used where passing is permitted (see Fig. 620.2.29.4.2).
 
'''Guidance.'''  Broken lines used on shared-use paths should have the usual 1-to-3 segment-to-gap ratio. A nominal 3 ft. segment with a 9 ft. gap should be used.
 
If conditions make it desirable to separate two directions of travel on shared-use paths at particular locations, a solid yellow line should be used to indicate no passing and no traveling to the left of the line.
 
Markings as shown in Fig 620.2.29.4.2 should be used at the location of obstructions in the center of the path, including vertical elements intended to physically prevent unauthorized motor vehicles from entering the path.
 
'''Option.''' A solid white line may be used on shared-use paths to separate different types of users. The R9-7 sign (see MUTCD Section 9B.12) may be used to supplement the solid white line.
 
Smaller size letters and symbols may be used on shared-use paths. Where arrows are needed on shared-use paths, half-size layouts of the arrows may be used (see [[#620.2.20 Pavement Word, Symbol and Arrow Markings (MUTCD Section 3B.20)|EPG 620.2.20]]).
 
===620.2.29.4 Markings for Bicycle Lanes (MUTCD Section 9C.04)===
 
'''Support.''' Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.
 
'''Standard.''' Longitudinal pavement markings shall be used to define bicycle lanes.
 
'''Guidance.'''  If used, bicycle lane word, symbol, and/or arrow markings (see Figure 620.2.29.4.3) should be placed at the beginning of a bicycle lane and at periodic intervals along the bicycle lane based on engineering judgment.
 
'''Standard.''' If the bicycle lane symbol marking is used in conjunction with word or arrow messages, it shall precede them.
 
'''Option.''' If the word, symbol, and/or arrow pavement markings shown in Figure 620.2.29.4.3 are used, Bike Lane signs (see MUTCD Section 9B.04) may also be used, but to avoid overuse of the signs not necessarily adjacent to every set of pavement markings.
 
'''Standard.''' A through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.
 
'''Support.''' A bicyclist continuing straight through an intersection from the right of a right-turn lane or from the left of a left-turn lane would be inconsistent with normal traffic behavior and would violate the expectations of right- or left-turning motorists.
 
'''Guidance.''' When the right through lane is dropped to become a right turn only lane, the bicycle lane markings should stop at least 100 ft. before the beginning of the right-turn lane. Through bicycle lane markings should resume to the left of the right turn only lane.
 
An optional through-right turn lane next to a right turn only lane should not be used where there is a through bicycle lane. If a capacity analysis indicates the need for an optional through-right turn lane, the bicycle lane should be discontinued at the intersection approach.
 
Posts or raised pavement markers should not be used to separate bicycle lanes from adjacent travel lanes.
 
[[image:620.2.29.4.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.4.1, Example of Intersection Pavement Markings – Designated Bicycle Lane with Left-Turn Area, Heavy Turning Volumes, Parking, One-Way Traffic or Divided Highway (MUTCD Fig. 9C-1)'''</center>]]
 
[[image:620.2.29.4.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.4.2, Examples of Centerline Markings for shared-Use Paths (MUTCD Fig. 9C-2)'''</center>]]
 
'''Support.''' Using raised devices creates a collision potential for bicyclists by placing fixed objects immediately adjacent to the travel path of the bicyclist. In addition, raised devices can prevent vehicles turning right from merging with the bicycle lane, which is the preferred method for making the right turn. Raised devices used to define a bicycle lane can also cause problems in cleaning and maintaining the bicycle lane.
 
'''Standard.''' Bicycle lanes shall not be provided on the circular roadway of a roundabout.
 
'''Guidance.''' Bicycle lane markings should stop at least 100 ft. before the crosswalk, or if no crosswalk is provided, at least 100 ft. before the yield line, or if no yield line is provided, then at least 100 ft. before the edge of the circulatory roadway.
 
'''Support.''' Examples of bicycle lane markings at right-turn lanes are shown in Figures 620.2.29.4.1, 620.2.29.7.1 and 620.2.29.7.2. Examples of pavement markings for bicycle lanes on a two-way street are shown in Figure 620.2.29.7.3. Pavement word message, symbol and arrow markings for bicycle lanes are shown in Figure 620.2.29.4.3.
[[image:620.2.29.4.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.4.3, Word, Symbol and Arrow Pavement Markings for Bicycle Lanes (MUTCD Fig. 9C-3)</center>]]
 
===620.2.29.5 Bicycle Detector Symbol (MUTCD Section 9C.05)===
 
'''Option.''' A symbol (see Fig. 620.2.29.7.4) may be placed on the pavement indicating the optimum position for a bicyclist to actuate the signal.
 
An R10-22 sign (see MUTCD Section 9B.13 and MUTCD Figure 9B-2) may be installed to supplement the pavement marking.
 
===620.2.29.6 Pavement Markings for Obstructions (MUTCD Section 9C.06)===
 
'''Guidance.''' In roadway situations where it is not practical to eliminate a drain grate or other roadway obstruction that is inappropriate for bicycle travel, white markings applied as shown in Figure 620.2.29.7.5 should be used to guide bicyclists around the condition.
 
===620.2.29.7 Shared Lane Marking (MUTCD Section 9C.07)===
 
'''Option.''' The Shared Lane Marking shown in Fig. 620.2.29.7.6 may be used to:
 
'''A.''' Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist’s impacting the open door of a parked vehicle,
 
'''B.''' Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane,
 
'''C.''' Alert road users of the lateral location bicyclists are likely to occupy within the traveled way,
 
'''D.''' Encourage safe passing of bicyclists by motorists, and
 
'''E.''' Reduce the incidence of wrong-way bicycling.
 
'''Guidance.''' The Shared Lane Marking should not be placed on roadways that have a speed limit above 35 mph.
 
'''Standard.''' Shared Lane Markings shall not be used on shoulders or in designated bicycle lanes.
 
'''Guidance.''' If used in a shared lane with on-street parallel parking, Shared Lane Markings should be placed so that the centers of the markings are at least 11 ft. from the face of the curb, or from the edge of the pavement where there is no curb.
 
If used on a street without on-street parking that has an outside travel lane that is narrower than 14 ft., the centers of the Shared Lane Markings should be at least 4 ft. from the face of the curb, or from the edge of the pavement where there is no curb.
 
If used, the Shared Lane Marking should be placed immediately after an intersection and spaced at intervals not greater than 250 ft. thereafter.


'''Option.''' MUTCD Section 9B.06 describes a Bicycles May Use Full Lane sign that may be used in addition to or instead of the Shared Lane Marking to inform road users that bicyclists might occupy the travel lane.
'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.


[[image:620.2.29.7.1.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.1, Example of Bicycle Lane Treatment at a Right Turn Only Lane (MUTCD Fig. 9C-4)</center>]]
=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==


[[image:620.2.29.7.2.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.2, Example of Bicycle Lane Treatment at Parking Lane into a Right turn Only Lane (MUTCD Fig. 9C-5)</center>]]
{{SpanID|fig3b29}}
[[File:Figure 620.2.30 Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad.jpg|thumb|center|850px|alt=A diverging diamond interchange shows where two northbound lanes and two southbound lanes cross, transposing their alignments to each other in the middle of the interchange. At the top and bottom of the interchange, the lanes are in their typical alignment relative to each other. Right-turn “ONLY” and left-turn “ONLY” entrance lanes are shown merging into the lanes and right-turn “ONLY” exit lanes are shown turning away from the lanes. At the lane crossover intersections, dotted white and yellow lines separate the travel lanes from each other. Directional pavement markings indicate travel direction. Stop bars are shown ahead of crosswalks. Sidewalks with curb ramps are shown connected to crosswalks over raised islands that separate through travel lanes from the entrance and exit lanes.|'''Figure 620.2.30''' Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad]]


[[image:620.2.29.7.3.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.3, Example of Pavement Markings for Bicycle Lanes on a Two-Way Street (MUTCD Fig. 9C-6)</center>]]
'''Support. '''Markings used in a diverging diamond interchange with a transposed alignment crossroad can be advantageous for minimizing wrong-way movements. The potential for wrong-way movements is greatest at the crossover intersections where the alignment becomes transposed.


[[image:620.2.29.7.4.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.4, Bicycle Detector Pavement Marking (MUTCD Fig. 9C-7)</center>]]
'''Standard. '''On the transposed alignment, each direction shall be considered a one-way roadway whereas the edge line convention shall be in accordance with [[#620.2.10|EPG 620.2.10]]. Both yellow and white edge lines shall be used.


[[image:620.2.29.7.5.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.5, Examples of Obstruction Pavement Markings (MUTCD Fig. 9C-8)</center>]]  
A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.


[[image:620.2.29.7.6.jpg|center|750px|thumb|<center>'''Fig. 620.2.29.7.6, Shared Lane Marking (MUTCD Fig. 9C-9)</center>]]
'''Support.''' [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3.9|EPG 620.3.9]] contains information on crosswalks and pedestrian movements for diverging diamond interchanges with a transposed alignment crossroad.


'''Standard.''' Flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) shall not be used to divide the inverted flow of traffic.


'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.


[[Category:620 Pavement Marking|620.02]]
'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

Latest revision as of 10:54, 1 December 2025

620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)

Standard. Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.

The center line markings on two-lane, two-way roadways shall be one of the following as shown in Figure 620.2.1.1:

A. Two-direction passing zone markings consisting of a normal width broken (intermittent) yellow line where crossing the center line markings for passing with care is permitted for traffic traveling in either direction;
B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal width broken (intermittent) yellow line and the other is a normal width solid yellow line, where crossing the center line markings for passing with care is permitted for the traffic traveling adjacent to the broken (intermittent) line, but is prohibited for traffic traveling adjacent to the solid line; or
C. Two-direction no-passing zone markings consisting of two normal width solid yellow lines where crossing the center line markings for passing is prohibited for traffic traveling in either direction.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

Except where a two-way left-turn lane (see EPG 620.2.6) is present, the center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of normal width double solid yellow lines separated by 4 in. as shown in Figure 620.2.1.2.

 

Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications

 

Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications

Support. MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

Standard. Highways that are currently marked using a 3-line center line marking system shall be maintained using the 3-line system until the center line markings are obliterated.

After a 3-line center line is obliterated from the entire route or a significant portion of the highway, the center line shall be replaced using the 2-line system.

EPG 620.2.13 contains information for application of pavement markings through intersections or interchanges.

Guidance. On two-way roadways with an additional climbing/truck lane in the upgrade direction, the opposing directions of traffic should be separated by using one-direction or two-direction no-passing zone markings.

Standard. On two-way roadways with alternating passing lanes, the opposing directions of traffic shall be separated by using two-direction no-passing zone markings (See Standard Plan 620).

Support. Examples of markings for alternating passing lanes are shown in Standard Plan 620.

620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)

Standard. Center line markings shall be placed on all paved undivided two-way streets or highways that have a traveled way of 18 feet or more in width. Center line markings shall also be placed on all paved undivided two-way streets or highways that have three or more lanes for moving motor vehicle traffic.

Guidance. Engineering judgment should be used in determining whether to place center line markings on traveled ways that are less than 18 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support center line markings.


Two examples of vertical, five-lane roadways are shown, with two southbound lanes on the left, two northbound lanes on the right, and a fifth center lane for left turns. At the top and bottom of the first example, the center lane is separated from the innermost through lanes by a solid white line on one side and a solid double yellow line on the other side. A left-turn arrow is shown between these lines in advance of intersecting cross streets. In the middle of this example, between the intersecting cross streets, in the center lane, an island is shown formed by solid double yellow lines on the outside and “optional yellow diagonal markings” on the inside. Below the island, the solid double yellow lines change to a solid yellow line on the outside and a broken yellow line on the inside. Two sets of opposing left-turn arrows are shown inside this pattern of broken and solid yellow lines. Continuing below the opposing left-turn arrow, this pattern changes to a double solid yellow on one side and a left-turn channel marked with an “optional dotted extension” followed by a solid white line on the other side. A single, left-turn arrow is shown between these pavement markings. The second example shows the center lane separated from the innermost through lanes with a pattern of broken yellow lines on the inside of solid yellow lines with two set of opposing left-turn arrows inside this pattern. Driveways are shown intersecting the vertical roadway at the locations of the opposing arrows. At the bottom of this example, south of the intersecting driveways, in the center lane, the pattern of broken and solid yellow lines changes to solid double yellow lines. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes just above another intersecting driveway. Two left-turn arrows are shown in between these pavement markings. South of this intersection, the center lane is shown separated by a solid white line and a solid double yellow line with a left-turn arrow in between.
Figure 620.2.2 Example of Two-Way, Left-Turn Marking Applications

620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)

Standard. No-passing zones shall be marked by either the one-direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described in EPG 620.2.1 and shown in Figure 620.2.1.1.

No-passing zone markings shall be used on:

A. Two-way roadways at lane-reduction transitions (see EPG 620.2.14),
B. Approaches to obstructions that must be passed on the right (see EPG 620.2.15),
C. Approaches to grade crossings (see EPG 913.3.2), and
D. Approaches to crosswalks.
E. Approaches to added uphill truck or passing lanes,
F. Approaches to controlled intersections, and
G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.


A horizontal roadway is shown with one lane in the eastbound direction and one lane in the westbound direction. An uphill truck lane is introduced in the eastbound direction. The pavement markings allow passing in the westbound direction and do not allow passing in the eastbound direction. In the right side of the figure, the uphill truck lane is terminated and the eastbound direction converts back to a single travel lane.
Figure 620.2.3.1 Marking Uphill Truck Lane


Option. The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

Standard. On two-way, two-lane or non-continuous three-lane roadways, such as uphill truck or passing lanes, where center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions.

On roadways with center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in Table 620.2.3 for the posted speed limit or the 85th-percentile speed.

Table 620.2.3 Minimum Passing Sight Distances for No-Passing Zone Markings
85th-Percentile or Speed Limit Minimum Passing Sight Distance
25 mph 500 feet
30 mph 500 feet
35 mph 550 feet
40 mph 600 feet
45 mph 700 feet
50 mph 800 feet
55 mph 900 feet
60 mph 1,000 feet
65 mph 1,100 feet
70 mph 1,200 feet


Figure 620.2.3.2 Method of Locating and Determining the Limits of No-Passing Zones at Curves


Support. The values of the minimum passing sight distance that are shown in Table 620.2.3 are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design in the “AASHTO Green Book – A Policy On Geometric Design Of Highways And Streets”.

The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see Figure 620.2.3.2). Similarly, the passing sight distance on a horizontal curve is the distance measured along the center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see Figure 620.2.3.2).

The upstream end of a no-passing zone at point “a” in Figure 620.2.3.2 is that point where the sight distance first becomes less than that specified in Table 620.2.3. The downstream end of the no-passing zone at point “b” in Figure 620.2.3.2 is that point at which the sight distance again becomes greater than the minimum specified.

Standard. Where the distance between successive no-passing zones is less than 500 feet, no-passing zone markings shall connect the zones. If the calculated no passing zone is less than 500 feet, an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.

Guidance. No-Passing Zone signs (see EPG 903.3.43) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.

"Segments of a vertical three-lane roadway are shown. A solid double yellow line is shown separating each lane from the others with the notation “Two directional no passing marking.” At the top and bottom of the figure where one segment (two total) of a broken white line shown to separate the two southbound lanes and the two northbound lanes, respectively. From the top and bottom of the figure, two lanes are shown transitioning to one lane. Before the taper begins, a solid white arrow is shown marked on the pavement pointing diagonally to the outer edge of the outside travel lane. A solid double yellow line is shown adjacent to each outside lane in this taper. The length of this taper is shown and labeled “Buffer zone.” Each taper and buffer zone between the solid double yellow lines is shown with “optional yellow diagonal markings.”
Figure 620.2.3.3 Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane


Standard. On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone, consisting of a flush median island (see EPG 620.9.3) at least 50 feet in length, shall be provided in the center lane as shown in Figure 620.2.3.3. A lane-reduction transition (see EPG 620.2.14) shall be provided approaching each end of the buffer zone.

On multi-lane, undivided roadways with two or more lanes in each direction, a minimum of one double yellow center line shall be used to separate the opposing directions of travel. If pavement width is available, the preferred center line marking would provide a painted median formed by two double yellow center lines separated by a minimum of 12 inches to provide greater separation between opposing lanes of travel.

On continuous three-lane (passing lane) sections of roadway, the center line markings shall consist of two double yellow center lines separated by a minimum of 12 inches to separate the opposing directions of travel. See Figure 903.15.24 and EPG 232.2 for additional guidance on passing lanes.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

For the descending direction of travel, no-passing zone markings shall be provided for a minimum length of 500 feet or ½ the taper length (L), whichever is greater, in advance of and beyond the location where the uphill truck lane becomes full width (see Figure 620.2.3.3). The length of any no-passing zone related to an uphill truck lane segment shall be increased to address sight distance limitations or based on engineering judgement.

Option. A passing zone may be provided in the descending direction of travel within the uphill truck lane full-width segment being based on available sight distance and engineering judgement.


Two examples of horizontal, four-lane roadways are shown, with two westbound lanes on the top, two eastbound lanes on the bottom, and an eastbound left turn lane. A left-turn arrow marking is shown in the turn lanes. Before the turn lanes, an island is shown formed by solid double yellow lines on the outside and on the inside. The first example shows the island in the median with a shifting taper with dimension label "L" towards the east before the beginning of the left-turn lane and also shows a closing taper one hundred feet from the beginning of the turn lane to the middle of the turn lane. The second example shows the island in the median similar to the first example except excluding the closing taper. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes.
Figure 620.2.3.4 Marking for Median Islands for Left Turn Bays


Standard. Median bubbles shall be marked using double yellow center lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions. Each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as diagonal lines inside the bubble, if used, shall also be yellow in color (See Figure 620.2.3.4).

Guidance. The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS2/60 as defined in EPG 620.2.14. Installation of these markings should conform to the established general patterns.

620.2.4 Establishing and Recording No Passing Zones

Standard. The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, whose eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.

The line of sight used by the trailing vehicle observer shall remain within the limits of the pavement and/or shoulder. Due to current mowing practices, sight distance viewed across any other right of way can be obscured at various times of the year due to seasonal vegetation and right of way which has not been mowed (see Figure 620.2.3.2).

Guidance. The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.

Support. The most effective way to maintain spacing between vehicles is to space the two vehicles apart the required sight distance and zero out the distance measuring equipment (DME). As the two vehicles move forward, the lead vehicle broadcasts the distance displayed on their DME to the trailing vehicle who works to match the distance on their DME device.

This method of determining no passing zones can be challenging and requires two vehicles, multiple people, and slower travel speeds to be accomplished safely. For longer road segments, on-call contractor-based measurement and reporting systems could be used.

620.2.5 Center Line Markings on Bridges

Standard. The center line markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.

Center line markings shall not be placed on one lane bridges. When dealing with this type of bridge, the center line markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving center line marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see EPG 620.2.12).

620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)

Support. Two-way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in EPG 232.3.

Standard. If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal width broken (intermittent) yellow line and a normal width solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken (intermittent) line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in Figure 620.2.2.

Standard. White two-way left-turn lane-use arrows shall be used at or just downstream from the beginning of a two-way left-turn lane to indicate the proper use of these lanes. The left-turn arrows shall be installed in pairs, one arrow per direction.

Guidance. The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (see Figure 620.2.2) along a two-way left-turn lane.

Standard. A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings.

Guidance. Signs should be used in conjunction with the two-way left-turn markings (see EPG 903.2.29).

Two-way left-turn lane markings should not extend to intersections (see definition in EPG 911 (MUTCD Section 1C.02)).

Option. Two-way left-turn lanes may be transitioned to mandatory left-turn lanes as shown in Figure 620.2.2 or painted median islands where they approach an intersection.

Support. EPG 913.1.6 contains guidance information for discontinuing a two-way left-turn lane in the immediate vicinity of a highway-rail or highway-LRT grade crossing.

620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)

Standard. When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

Lane line markings shall be used on all freeways and Interstate highways. Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel.

Guidance. Lane lines should be offset approximately 2 in. from the longitudinal pavement joint. The 2 in. offset should be the space between the longitudinal joint and the edge of the lane line. See Standard Plan 620

Lane line markings should be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

Support. Examples of lane line markings are shown in Figure 620.2.1.2, and 620.2.2 through 620.2.7.2.

Standard. Except as provided in the first paragraph of EPG 620.2.8, where crossing the lane line markings with care is not discouraged or prohibited, the lane line markings shall consist of a normal width broken (intermittent) white line.

Broken (intermittent) white lane line pavement markings and dotted lane line markings on new concrete pavements shall be enhanced by the use of contrast markings (see EPG 620.1.3).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

Guidance. A solid white lane line marking should be used on approaches to:

A. Intersections to separate a through lane from a mandatory turn lane.
B. Intersections to separate contiguous mandatory turn lanes from each other.
C. Channelized movements or obstructions.

Option. Solid white lane line markings may be used:

A. On approaches to intersections to separate contiguous through lanes.
B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

Support. Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

Standard. Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

Guidance. A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)

Standard. A normal width dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent deceleration or acceleration lane.

For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the taper to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C in Figure 620.2.8.1 and 620.2.8.2.

For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension shall be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B in Figure 620.2.8.1.

For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to the upstream end of the acceleration taper, as shown in Drawing A in Figure 620.2.8.3.

Figure 620.2.8.1 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 1 of 2)

C. This example shows four northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the four northbound through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the northbound through lanes and is separated from them by a dotted white line. The dotted white line changes to a "wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the “normal width or wide solid white lane line” continues along the exit ramp to the “physical gore” and a “normal width dotted white lane line” continues north toward a white triangle or neutral area. The exit lane is wide enough that the solid wide line is shown separating the left and right exit lanes. On the left side of the left exit lane, white channelizing lines form a white triangle or neutral area in front of the physical gore.
Figure 620.2.8.2 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 2 of 2)

"Two examples of two northbound lanes of a vertical, divided highway are shown.A. Near the bottom of this first example, a curving entrance ramp is added to the right of the through lanes, creating a parallel acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines form a triangle or “neutral area” in between them in front of the “physical gore.” The solid white line extending from the triangle or neutral area is labeled the “theoretical gore” and noted as a “wide or normal width solid white lane line (variable length) or normal width dotted white lane line.” The acceleration lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. B. Near the bottom of this second example, an entrance ramp is added to the right of the right through lanes at an angle, creating a tapered acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right through lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines then become a white triangle or neutral area north of the “physical gore.” The point of the triangle formed by the “wide white channelizing lines” is the “theoretical gore.” At this point, both the right through lane and the entrance lane are “full lane width.”"
Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings

This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an “exit ramp,” while the rightmost lane angles off to the right to become the exit ramp. In the middle of this example, the far-right lane is shown becoming the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to an optional “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” This triangle is shown with “white chevron markings in the neutral area.” The exit ramp angles away to the right.
Figure 620.2.8.4 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 6)

This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an exit ramp, and the rightmost lane angles off to the right to become the exit ramp. In the middle of the example, the far-right lane becomes the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line continues along the exit ramp to the “physical gore”. The exit lane is wide enough that the solid white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the physical gore.
Figure 620.2.8.5 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 6)

This example shows a vertical highway with four northbound lanes. Two of the northbound lanes extend past an exit ramp, and the two rightmost lanes angle off to the right to become an exit ramp. Near the bottom of the example, the two rightmost lanes are shown becoming the deceleration lanes, leading to a right exit ramp. The deceleration lanes are shown separated from the rightmost of the two remaining northbound through lanes by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” The right exit ramp is wide enough that the broken white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.”
Figure 620.2.8.6 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 6)

This example shows a vertical highway with four northbound lanes. Two of the northbound lanes split to the left and two split to the right. Near the bottom of this example, the two leftmost northbound lanes are shown separated from the two rightmost lanes by a “wide dotted white lane line.” The dotted lane line changes to a “wide solid white lane line” in advance of a “theoretical gore.” The lane line splits into two “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore” between the left and right lanes. Beyond the physical gore, two through lanes curve to the left and two curve right.
Figure 620.2.8.7 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 6)

This example shows a vertical highway with three northbound lanes, where the left northbound lane splits to the left, the middle lane has the option of splitting to the left or right, and the right lane splits to the right. Near the bottom of this example, the right lane is shown separated from the middle lane by a “wide dotted white lane line.” The dotted lane line is shown changing to a “wide solid white lane line” as it curves to the right. The middle lane splits to the right with the right lane. The middle lane splits to the left and continues north with the left lane. Beyond the neutral area and physical gore, two through lanes continue north to the left and two lanes curve to the right.
Figure 620.2.8.8 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 6)

This example shows two northbound lanes of a divided vertical highway with an auxiliary lane in between an entrance ramp at the bottom of this example and an exit ramp at the top of this example. Near the bottom of this example, a curving entrance ramp is added to the right of the through lanes. Where the ramp joins the highway, the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become wide solid white lines that then become a white triangle or neutral area in front of the “physical gore.” These solid lines then become “white channelizing lines” that join at the “theoretical gore” and continue as a “wide solid white lane line.” This auxiliary lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. Further north, the dotted white line changes to a “wide solid white lane line” in advance of the “theoretical gore” at an exit ramp to the right. The auxiliary lane angles to the right to become the exit ramp. On the left side of the exit ramp, the white lane line joins the white edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.”
Figure 620.2.8.9 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 6 of 6)


Segments of the northbound lanes of a vertical highway are shown. At the bottom of the example, three northbound through lanes are shown. A left-turn lane is shown in addition to the through lanes in advance of the intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection. At the top of the figure, a horizontal roadway is shown intersecting the vertical highway, which continues north of the intersection as only two through lanes. On the vertical roadway, near the bottom of the figure, the broken white line separating the right lane from the middle lane changes to a wide dotted white lane line, which changes to a wide solid white lane line further north. Where the “wide solid white lane line” begins, between the right-turn lane and right through lane traveling northbound, the word “ONLY” in white is shown on the pavement, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown to the left of the left through lane. A white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the intersection. This left-turn lane is not shown continuing on the north side of the intersection. Size, location, and spacing distances between pavement markings are shown. The broken white line between the through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the intersection.
Figure 620.2.8.10 Examples of Applications of Conventional Road Lane-Drop Markings (Sheet 1 of 2)

Figure 620.2.8.11 Examples of Applications of Conventional Road Lane-Drop Markings (Sheet 2 of 2)

Option. For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the upstream end of the acceleration taper to the downstream end of the acceleration taper, as shown in Drawing A in Figure 620.2.8.3.

For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawing B in Figure 620.2.8.3.

Standard. A wide dotted white lane line shall be used:

A. As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C in Figures 620.2.8.4 through 620.2.8.6),
B. In advance of freeway route splits with dedicated lanes (see Drawing D in Figure 620.2.8.7),
C. In advance of freeway route splits with an option lane (see Drawing E in Figure 620.2.8.8),
D. To separate a through lane that continues beyond an interchange from an adjacent continuous auxiliary lane between an entrance ramp and an exit ramp (see Drawing F in Figure 620.2.8.9),
E. As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A in Figure 620.2.8.10), and
F. To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B in Figure 620.2.8.11).

The dotted white lane lines that are used for lane drop markings and that are used as a lane line separating through lanes from auxiliary lanes shall consist of line segments that are 3 feet in length separated by 9-foot gaps.

Guidance. Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least ½ mile in advance of the theoretical gore.

Option. On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings may be used as illustrated in Drawing B in Figure 620.2.8.5.

Guidance. Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop markings should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.

Support. EPG 620.2.20 and 620.2.22 contain information regarding other markings that are associated with lane drops, such as ONLY word pavement markings and lane-use arrows.

EPG 620.2.14 contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced at a location that is not at an interchange or intersection.

Option. In the case of a lane drop at an exit ramp or intersection, a solid white line may replace a portion, but not all of the length, of the wide dotted white lane line (See Figures 620.2.8.4 through 620.2.8.9).

620.2.9 Channelizing Lines (MUTCD Section 3B.08)

Support. Channelizing lines are used to form neutral areas where traffic traveling in the same general direction is permitted on both sides including entrance and exit ramps, access and egress points to and from managed lanes, and left-turn lanes separated from through lanes. Channelizing lines are also sometimes used to alter travel paths for speed management or other purposes.

EPG 620.9 contains information for the application of channelizing lines used in conjunction with islands.

Standard. Except as provided in the third Option paragraph of EPG 620.9.5, a channelizing line shall be a solid wide white line.

Channelizing lines used to mark gores shall be wide solid white lines.

Support. Examples of channelizing line applications are shown in Figures 620.2.8.2, 620.2.8.3, 620.2.8.4, Drawing C in Figure 620.2.15.2, Figures 620.9.2 through 620.9.4.4, and Figure 620.9.7.

Standard. For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see Figure 620.2.8.1, Figure 620.2.8.2, Drawing A in Figure 620.2.8.3, and Figures 620.2.8.4 through 620.2.8.9).

For entrance ramps with tapered acceleration lanes, the channelizing lines shall extend to the theoretical gore as shown in Drawing B in Figure 620.2.8.3.

Other pavement markings in the neutral area shall be white.

Support. Pavement markings within the neutral area include chevron markings (see EPG 620.2.24).

620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)

Standard. If used, edge line pavement markings shall delineate the right or left edges of a roadway.

Except as provided in EPG 620.5.4, right edge line pavement markings, if used, shall consist of a normal width solid white line to delineate the right-hand edge of the roadway.

If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal width solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings, except as provided in EPG 620.5.4.

Guidance. When solid wide lines are used at entrance or exit ramps, the additional width of the wide line should encroach on the through lane of the highway (see Figure 620.2.10).

Support. Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

Guidance. Edge line markings should not be continued through intersections, except for the following situations:

A. Dotted edge line extensions (see EPG 620.2.13), or
B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

Support. EPG 620.2.13 contains information on the use and application of edge lines through intersections, interchanges, and driveways.

Figure 620.2.10 Example of Channelizing Line Markings at Ramp Gores

620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)

Standard. Edge line markings shall be placed on paved streets or highways with the following characteristics:

A. Freeways,
B. Expressways, and
C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

Option. Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings.

If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.

Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.

620.2.12 Bridge Edge Lines

Standard. Bridges that are located on routes authorized for edge lines shall be striped in accordance with the following classifications (see Figure 620.2.12.1 and Figure 620.2.12.2):

A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edge line placed on the bridge deck. The edge line shall end on the adjacent roadway 50 ft. from the bridge deck.
B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edge line that will be continuous with that of the adjoining roadway.
C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edge line in these cases shall not be offset to provide for the usage of the third lane and the edge line will be continuous across the bridge.
D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.
E. One lane bridges with width restrictions, having a clear traveling surface 16 ft. or less shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.

Guidance. Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

Standard. If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for center line marking, but not edge line marking, a segment of edge line shall be marked to delineate the travel way of the bridge. The edge line marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck. These markings are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway (see Figure 620.2.12.1 and Figure 620.2.12.2.)

Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges

Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges

620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)

Standard. Pavement markings extended into or continued through an intersection or interchange area shall be the same color as the line markings they extend (see Figure 620.2.13.1 and Figure 620.2.13.2).

Intersections that provide more than one turn lane per movement shall have dotted extension lines for traffic to follow through the intersection, except as provided in the following Option paragraph. These lines shall be marked with dotted extension lines (2-foot line segments separated by 4-foot gaps), and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to. Dotted extension lines shall not be marked within crosswalks.

Option. Exceptions will be allowed when the dotted extension lines for opposing dual left-turn movements overlap in a manner that may cause driver confusion.

Guidance. Pavement markings extended into or continued through an intersection or interchange area should be at least the same width as the line markings they extend.

Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-leg intersections, on curved roadways, where multiple turn lanes are used, or where offset left-turn lanes might cause driver confusion, dotted lane line extension markings consisting of 2-foot line segments and 4-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.

In areas of limited sight distance due to vertical and/or horizontal curves, an edge line extension may be used to delineate acceleration and deceleration lanes.

Standard. Extensions of center lines through intersections shall be dotted lines.

Guidance. Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.

Standard. Solid lines shall not be used to extend edge lines into or through intersections except through that part of an intersection with no intersecting approach (such as at the far side of a T-intersection).

Guidance. Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

Driveways that do not meet the definition of an intersection (see EPG 911 (MUTCD Section 1C.02)) should have edge line markings maintained across the intersecting approach of the driveway.

Option. Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

Guidance. Durable pavement markings should be used for edge line extensions. An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.

For a divided highway, the edge line at an intersection should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edge line should continue along the outside of the deceleration lane to the beginning of the turn radius (see Figure 620.2.13.3).

Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2)

Figure 620.2.13.2 Examples of Line Extensions through Intersections (Sheet 2 of 2)


Figure 620.2.13.3 Edge Line Striping for At Grade Intersections

Support. EPG 620.2.30 contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

EPG 620.4.3 provides information for edge lines through roundabouts.

EPG 912 (MUTCD Section 5B.02) contains information on edge line extensions for driving automation system considerations.

EPG 913.3.5 contains information about the extension of edge lines through grade crossing areas.

EPG 914.5.3 contains information for the extensions of bicycle lanes through intersections.

620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)

Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings

Support. A lane-reduction is where the number of through lanes is reduced at a location that is not at an interchange, ramp, or intersection because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane.

EPG 620.2.8 contains information on pavement markings for lane drops and splits.

EPG 903.3.39 contains information for warning signing used for lane reductions.

Standard. Lane-reduction transitions (see Figure 620.2.14) shall include the following elements:

A. A no-passing zone (see EPG 620.2.3) to prohibit passing in the direction of the convergence and through the transition area except where not applicable such as one-way streets, expressways, and freeways; and
B. An edge line (see EPG 620.2.10) in the direction of the convergence and through the transition area, except as provided in the first Option paragraph below.

Guidance. Except as provided in the following Option paragraph, the edge line marking should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.

Option. On roadways with operating speeds less than 25 mph where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line may be omitted as determined by engineering judgment.

Guidance. Lane-reduction transitions should include the following elements:

A. Delineators installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced (see EPG 620.6.4) to show the reduction except as provided in the third Option paragraph below and except as provided in the second paragraph of EPG 620.6.3 for freeways and expressways,
B. Lane-reduction arrow markings (see Drawing H in Figure 620.2.22.1) on the roadway with a speed limit of 45 mph or more, and
C. A termination of the broken (intermittent) white lane line at a point that is ¼ of the advance placement distance (see EPG 903.3.4) between the Lane Ends sign (see EPG 903.3.39) and the point where the transition taper begins.

For roadways having a speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit in mph, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS2/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

Option. The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, delineators may be omitted as determined by engineering judgment.

Where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, lane-reduction arrow markings may be used.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)

Standard. Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see Figure 620.2.15.1 and Figure 620.2.15.2).


Figure 620.2.15.1 Examples of Applications of Markings for Obstructions in the Roadway
(Sheet 1 of 2)


Figure 620.2.15.2 Examples of Applications of Markings for Obstructions in the Roadway
(Sheet 2 of 2)


Guidance. For roadways having a speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS2/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

Option. The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

Standard. If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A in Figure 620.2.15.1).

Option. If traffic is required to pass only to the right of the obstruction, yellow diagonal markings (see EPG 620.2.24) may be placed in the flush median islands (see EPG 620.9.3) between the no-passing zone markings as shown in Drawings A and B in Figure 620.2.15.1.

Standard. If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line shall be extended in place of the broken (intermittent) lane line for a distance equal to the length of the diverging lines (see Drawing C in Figure 620.2.15.2).

Option. If traffic can pass either to the right or left of the obstruction, additional white chevron markings (see EPG 620.2.24) may be placed in the flush neutral area between the channelizing lines as shown in Drawing C in Figure 620.2.15.2. Other markings, such as white delineators, white channelizing devices, and white crosswalk markings may also be placed in the flush neutral area.

The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without directing glare toward road users approaching from either direction.

Support. EPG 903.3.71 contains information regarding object markers for obstructions within the roadway.

620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)

An example of ambient light obscuring pavement markings, but also an example of ILPMs also not working due to the flat grade of the highway not allowing the grooves the ILPMs are installed in to drain, resulting in the markers becoming submerged and rendered ineffective.

Support. MoDOT has utilized a series of various pavement marking systems to enhance wet night visibility over the decades, including snow plowable raised pavement markers, rumble stripe edge lines, grooved in durable markings with wet reflective elements, grooved in waterborne markings with wet elements and the current marking system using an enhanced ASTM Type III glass bead (MoDOT Type L) on all pavement markings on major roads. The MoDOT Type L / high build waterborne pavement marking and edge line rumble stripes are the predominate wet nighttime marking system, with inlaid pavement markers being an optional supplement to this system.

Inlaid pavement markers (ILPMs) offer benefits over traditional pavement markings in heavy rain conditions, and in conditions where ambient light creates a sheen on the wet pavement at night making it more difficult to see traditional pavement markings. However, ILPMs are only a supplement to traditional pavement markings, which must be maintained at the highest standards possible. ILPMs only serve as a supplement as they provide no guidance during daylight hours, and pavement markers provide no guidance to the machine vision systems that are being deployed in today’s vehicle fleet.

ILPMs can provide a safety benefit during wet-night conditions where they are warranted. However, research indicates ILPMs can have a negative safety impact if applied in areas where they are not warranted, providing too much guidance resulting in drivers overdriving the wet-night conditions. The research found the markers to offer the greatest safety impact in urban areas on divided highways with three or more lanes in one direction and areas where ambient light creates a sheen on the pavement obscuring normal pavement markings. With MoDOT’s direction to use rumble stripes for all its major roadways, roads with only two lanes in each direction offer the enhanced edge line guidance to all lanes of traffic compared to a three-lane section where the middle lane has no edge line rumble stripe to reference.

Installations are being limited to the cradle system of ILPMs at this time as they have proven to provide the longest service life compared to other systems which have been evaluated. The reflectors are installed in pairs to provide redundancy and increase the service life of the installation.

ILPMs are not without limitations, these devices are recessed below the pavement surface to protect the reflectors from snowplow damage. On roadway segments with a grade or super elevation in a curve, the grooves the markers are installed in will typically drain keeping the reflectors visible. However, on roadway segments which have a flat grade these grooves can fill up with water covering the reflectors rendering them ineffective in heavier rain events.


MoDOT's Implementation of ILPMs

Standard. If used, ILPMs shall be installed according to the following conditions:

A. ILPMs are limited to freeways with three or more through lanes in one direction.
B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only when:
  1. Installed in accordance with manufactures’ installation guidance.
  2. Special attention needs to be given to installations on concrete as ILPM installations in concrete have historically had high failure rates. The selected manufacturer must demonstrate they have corrected this issue with an appropriate installation procedure.
D. The ILPMs shall contain a white reflector visible to oncoming traffic and a red reflector on the reverse side of the marker, providing a wrong way deterrent. The color of the ILPMs shall conform to the color of the marking they supplement, under both daylight and nighttime conditions. When used, ILPMs shall require approval from the State Highway Safety and Traffic Engineer.
ILPM installation in pavement groove
Paired ILPM installation and spacing
Newly installed cradle ILPM, cradle tabs still in place which hold the marker at the proper elevation until the epoxy cures
Paired ILPM installation and spacing

Support. ILPMs do have a limited life expectancy, when installed in accordance with the guidance above, the service life is approximately 4 to 5 years or roughly half the life of a typical asphalt overlay. Failure modes can include damage / missing reflector lenses from the cradle, or the loss of the entire reflector installation from the pavement. Loss of the entire marker installation results in a cavity in the pavement which could accelerate pavement deterioration.

Guidance. Maintenance and impacts to pavement should be taken into account when considering the installation of ILPMs. A maintenance program should be implemented to maintain the marker’s performance. This maintenance should take place approximately halfway through the asphalt’s overlay cycle, assuming an 8 to 10 year cycle.

Support. Concrete installation maintenance requirements can be significantly different due to the service life of a concrete surface. Based on maintenance cycles from other states, this would typically result in maintenance beginning 4 years after the initial installation, a second maintenance cycle 2-3 years later and then annually from that point forward. This cycle accounts for the varying ages of markers that results from the lack of an overlay replacement. The actual maintenance cycle may vary based on inspections. The use of MoDOT’s mobile retroreflectivity contract could also be used to measure ILPM performance to determine the maintenance needs.

Option. Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:

A. Install new ILPMs in the gaps between lane lines which did not receive markers initially, allowing the original markers to fade out of service. This is the more efficient and cost effective method, however, milling new markers into a midlife asphalt could accelerating the asphalt joint failure depending on pavement condition.
B. Inspection and replace ILMPs individually in their original locations. This method is more labor intensive and costly; however, it could reduce the risk of accelerated pavement failure by eliminating new milling operations. Reinstalling markers in the cavities left by old, dislodged markers could also help seal and preserve the pavement.

Guidance. When districts consider the use of ILPMs, they should answer the following questions:

A. Does the route in question have a documented wet-night crash history that is tied to visibility and not surface condition to warrant the installation?
B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
C. If the installation will be allowed to fade out of service, what ramifications would a district expect in terms of failing to meet customer expectations for the presence of the markers and/or increases in wet-night crashes as markers fade away?
D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?
Missing reflector from cradle, new reflector can be reinstalled to maintain
Complete loss of marker installation, these sites need to be patched with asphalt or new markers installed in the same location

620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)

Option. Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

Guidance. Barrier curbs which are located in the line of traffic flow where the curb serves to channel traffic should be marked, even in cases in which they otherwise would not be marked as indicated in the following paragraph.

Curbs should not be marked in the following cases:

A. Where the posted speed limit is 40 mph or less.
B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
C. Curbs that are mountable (see Standard Plan 609).

Option. The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See Figure 620.2.17).

Figure 620.2.17 Painted Curb Marking for Barrier Curbs


Guidance. Since yellow and white curb markings are used for curb delineation and visibility, parking regulations should be established through the installation of standard signs (see EPG 903.2.43 and EPG 903.2.44).

620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)

Option. Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.

Standard. Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made.

Except as provided in EPG 913.3.3, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or at locations on uncontrolled approaches where drivers or bicyclists are required by State law to yield to pedestrians.

Guidance. Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal (see EPG 902.4.8).

Standard. Stop lines shall be 24 inches wide.

Option. Stop lines may be omitted at ramp control signals.

Support. EPG 902.10.2 contains information regarding the use and application of stop lines in conjunction with a pedestrian hybrid beacon.


Figure 620.2.18 Examples of Yield Line Applications

Standard. If used, a yield line pavement marking shall not be installed without a Yield (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or some other traffic control device that requires vehicles to yield (see Figure 620.2.18).

Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a traffic control signal, or some other traffic control device.

Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.

The individual triangles comprising the yield line shall have a base of 24 inches wide and a height of 36 inches. The space between the triangles shall be 8 to 12 inches. The spacing of triangles in a yield line shall be consistent for that marking. See Standard Plan 620.

Option. Yield lines may be considered for those locations where a channelized right turn lane is developed but there is not an acceleration lane on the intersecting road.

Yield lines may also be used where engineering judgment indicates a need.

Guidance. If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in EPG 620.4.4 and at midblock crosswalks. Stop lines can be adjusted using engineering judgement to accommodate pedestrian facilities or improve safety, but the stop line in the lane closest to the right-hand edge of the roadway should be placed a maximum of 10 feet in advance of the nearest crosswalk. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.

When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.

Standard. If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here to Pedestrians (R1-5 series) signs (see EPG 903.2.18) shall be used.

Guidance. If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, the yield line should be placed 20 to 50 feet in advance of the nearest crosswalk line (see Drawing B in Figure 620.2.18).

If yield lines are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk.

Guidance. Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a circular intersection.

Support. EPG 913.3.3 contains information regarding the use of stop lines and yield lines at grade crossings.

Option. Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D in Figure 620.2.13.2).

Support. Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.

620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)

Support. Word, symbol, and arrow markings on the pavement are used for the purpose of regulating, warning, or guiding traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user’s attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in Figure 620.2.20 and Figure 620.2.22.1, respectively. See Standard Plan 620.

Option. Word, symbol, and arrow pavement markings may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages provided by other devices.

Support. EPG 913.3.4 contains information for arrow pavement markings in the vicinity of grade crossings.

Standard. Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in EPG 620.2.19.

Option. Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

Standard. Pavement marking letters, numerals, symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the FHWA’s “Standard Highway Signs” publication (see EPG 911 (MUTCD Section 1A.05)).

Guidance. Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

Except for the two opposing white arrows of a two-way left-turn lane marking (see Figure 620.2.2), the longitudinal space between word, symbol, and/or arrow markings that are used together to formulate one interrelated message should be four times the height of the characters.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

Option. On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

620.2.20 Word Pavement Markings (MUTCD Section 3B.21)

Guidance. Letters and numerals should be 6 feet or more in height, except as provided in EPG 914.5.1 for the BIKE LANE word pavement marking.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.

Standard. The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.


The image shows an example of elongated letters for the word “ONLY” as a pavement marking. The image includes dimensions of the elongated word message.
Figure 620.2.20 Example ONLY word pavement marking

Guidance. Where through lanes approaching an intersection become mandatory turn lanes, ONLY word pavement markings (see Figure 620.2.20) should be used in addition to signs (see EPG 903.2.25 and 903.2.26) and the required lane-use arrow markings (see EPG 620.2.22).

Option. The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement such as turn bays.

The ONLY word marking may be used to supplement a preferential lane word or symbol marking (see EPG 620.5.3).

Standard. The ONLY word marking shall not be used in a lane that is shared by more than one movement.

620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)

Support. EPG 914.5 contains information on symbol markings that can be used for bicycle lanes.

Option. Pavement markings simulating Interstate, U.S., State, and other official highway route signs with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see Figure 620.2.21.1).


Figure 620.2.21.1 Elongated Route Shields

A blue square is shown with rounded corners and with a white border, also with rounded corners. The blue background and white border are optional. Centered within the blue square is a white symbol of a person sitting in a wheelchair.
Figure 620.2.21.2 International Symbol of Accessibility Parking Space Marker

Figure 620.2.21.3 Yield Ahead Triangle Symbols


The image shows a black International Symbol of Accessibility (ISA) with a person in a wheelchair, displayed on a rectangular grid composed of 1-foot by 1-foot squares. A reference square at the top left indicates the 1-foot scale.
Figure 620.2.21.4 Disabled Symbol Detail


The image shows pavement markings for an accessible parking space with an adjacent access aisle. A white International Symbol of Accessibility (ISA) is painted within the parking stall. The access aisle is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. Stall boundary lines are shown with 6-inch markings. The access aisle connects to a curb ramp that is yellow, with a minimum width of 60 inches, leading to a sidewalk. A blue-painted curb section indicates the placement of a disabled parking sign. White 4-inch markings are shown at the top of the space for boundary definition.
Figure 620.2.21.5 Disabled Parking Area


The image shows pavement markings for a row of accessible parking spaces with a shared access aisle. Four parking stalls are marked with the International Symbol of Accessibility (ISA), painted in white within each stall. The access aisle runs diagonally between the stalls and is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. The access aisle has a minimum width of 60 inches. The accessible stalls each have a minimum width of 132 inches. Disabled parking signs are indicated along both sides of the row. At the bottom right, a detail shows 4-inch wide boundary markings.
Figure 620.2.21.6 Disabled Parking Area Multiple

Guidance. If route sign markings are provided to guide road users, those route sign markings should be provided in option lanes if markings are provided in any lanes.

If two route sign markings are provided in an option lane, they should be placed in sequence and not divided around an optional lane arrow.

Support. EPG 620.1.3 provides information on route sign colors.

Guidance. The International Symbol of Accessibility parking space marking (see Figure 620.2.21.2) should be placed in each parking space designated for use by persons with disabilities.

Option. A blue background with white border may supplement the wheelchair symbol as shown in Figure 620.2.21.2.

A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.

Standard. The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see EPG 903.2.5) is in place at the intersection. The yield-ahead triangle symbol marking shall be as shown in Figure 620.2.21.3.

Option. A pedestrian symbol pavement marking may be used on portions of facilities that are reserved exclusively for pedestrian use, such as where a shared-use path transitions to become separate facilities for different types of users.

620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)

Figure 620.2.22.1 Examples of Arrows for Pavement Markings


Figure 620.2.22.2 Examples of Lane-Use Control Word and Arrow Pavement Markings

Support. Lane-use arrow markings (see Figure 620.2.22.1) are used to indicate the mandatory or permissible movements in certain lanes (see Figure 620.2.22.2) and in two-way left-turn lanes (see Figure 620.2.20).

EPG 913.3.4 contains information about the placement of lane-use arrow markings in the vicinity of grade crossings.

Guidance. Lane-use arrow markings should be used in lanes and turn bays designated for the exclusive use of a turning movement, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B in Figure 620.2.13.1).

The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see Figure 620.2.22.3):

A. The first arrow should be placed 75 ft. in advance of the stop line.
B. The second arrow should be placed 200 ft. in advance of the stop line.
C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.


Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes


Support. An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

Standard. Where through lanes approaching an intersection become mandatory turn lanes, turn lane-use arrow markings (see Drawing A in Figure 620.2.8.10 and Figure 620.2.22.1) shall be used and shall be accompanied by standard signs (see EPG 903.2.33) and the required ONLY word pavement markings (see EPG 620.2.20).

If used, the ONLY word pavement marking shall be placed in advance of each lane-use arrow for mandatory turn lanes or in advance of a preferential lane word or symbol marking.

Guidance. Where through lanes approaching an intersection become mandatory turn lanes, the required ONLY word markings (see Figure 620.2.20), signs (see EPG 903.2.25 and 903.2.26), and turn lane-use arrow markings should be placed well in advance of the turn and should be repeated as necessary to provide the through motorist advance notification to vacate the lane prior to reaching a point where roadway geometrics or a queue of waiting vehicles forces the motorist to make an unintended turn.

Spacing between the arrow and the ONLY should be four times the height of the ONLY. The use of ONLY should not apply to exit ramps.

Option. On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.

Guidance. The use of straight arrows should be reserved for special cases, such as, locations where crashes have occurred as a result of vehicles making turns from the through lanes.

620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)

Guidance. Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see Figure 903.2.39.1).

Option. The wrong-way arrow markings shown in Drawing G in Figure 620.2.22.1 may be placed near the downstream terminus of a ramp as shown in Figure 903.2.39.1, or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

Standard. In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

Guidance. If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop line has been provided, the arrow should be placed 25 ft. in advance of this marking.

On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.

620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)

Figure 620.2.24 Typical Chevron and Diagonal Markings


Support. Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

Guidance. Chevrons should be installed in the neutral area of gores when the following conditions are present:

A. A gore length of 250 ft or greater; and
B. Exit lanes depart from through lanes at a low angle leaving a long distance between the theoretical and physical gore (See Drawing B in Figure 620.2.8.1).

Chevrons installed in the neutral area of gores should include a minimum of 3 chevron lines with 50 ft spacing consistent with the note on sheet 1 of Standard Plan 620.

Chevrons should not be used when there is less than 6 feet of distance between channelizing lines to avoid markings that are not identifiable as a chevron.

Option. Chevron and diagonal markings may be used:

A. On approaches to obstructions in the roadway (see Figure 620.2.15.2),
B. For channelized travel paths on approaches to intersections,
C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing A in Figure 620.5.2.2), and
D. In the neutral areas of islands.

Support. EPG 912 (MUTCD Section 5B.02) contains information on chevron markings for driving automation system considerations.

Standard. Chevron markings shall be white, with the point of each chevron facing toward approaching traffic, as shown in Figures 620.2.8.1 through 620.2.8.3, Figures 620.2.8.4 through 6202.8.3.6, and Drawing C in Figure 620.2.15.2.

Option. Diagonal markings for opposing directions of traffic may be used:

A. On approaches to obstructions in the roadway (see Drawings A and B in Figure 620.2.15.1),
B. In flush median islands between double solid yellow center line markings (see Figure 620.2.3.3), and
C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing D in Figure 620.5.2.5).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

Standard. When diagonal markings are used between opposing directions of traffic or on the left shoulder of a one-way or divided roadway, they shall be yellow and slant away from traffic in the adjacent travel lanes, as shown in Figure 620.2.1.2 and Figure 620.2.3.3, and Drawings A and B in Figure 620.2.15.1.

When diagonal markings are used on the right shoulder or in no-parking zones (see Figure 620.2.26), they shall be white and slant away from traffic in the adjacent travel lane.

Except as provided in the second Option paragraph below, chevrons and diagonal markings shall be 24 inches. The longitudinal spacing of the chevrons or diagonal lines shall be 50 feet, with a minimum of three chevron or diagonal markings being used per application. The chevrons and diagonal lines shall form an angle of approximately 45 degrees with the longitudinal lines that they intersect.

Option. If there is insufficient space to install a minimum of three chevron or diagonal markings at 50 foot longitudinal spacing, the longitudinal spacing may be reduced.

Diagonal markings used in no-parking zones or on roadways with operating speeds of less than 25 mph may be 4 inches wide (see Figure 620.2.26).

620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)

 

Figure 620.2.25 Do Not Block Intersection Markings


Option. Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.

Standard. If used, Do Not Block Intersection markings (see Figure 620.2.25) shall consist of wide solid white lines 8 to 12 inches wide that outline the intersection area that vehicles must not block and white cross-hatching 4 in. to 6 in. wide within the intersection area.

Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see EPG 903.2.48), one or more Do Not Stop On Tracks (R8-8) signs (see EPG 913.2.7), or one or more similar signs.

620.2.26 Parking Space Markings (MUTCD Section 3B.27)

Standard. On-street parking space markings shall be white.

Support. Examples of on-street parking space markings are shown in Figure 620.2.26.

Support. Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in EPG 620.2.21 and illustrated in Figure 620.2.21.2.

Figure 620.2.26 Example of Parking Space Markings

620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)

Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks


Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks


Guidance. Speed humps and speed tables are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.

Standard. If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in Figure 620.2.27.1. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in Figure 620.2.27.2.

Option. Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

Standard. Where a speed hump or a speed table specifically incorporates a crossing movement for pedestrians, bicyclists, or equestrians, and functions as a raised crosswalk, crosswalk markings (see EPG 620.3) shall be provided.

620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)

Guidance. Advance speed hump markings are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.

Option. Advance speed hump markings may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.

Advance word pavement markings such as BUMP or HUMP may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with EPG 903.6.22.

Standard. If advance speed hump or speed table markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection.

Guidance. If used, advance speed hump markings should be installed in each approach lane.

620.2.29 Aircraft Speed Measurement Markings

Support. An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

Standard. Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.


This figure shows a two-lane roadway with a solid yellow centerline and dashed white lane lines. On each side, there is a yellow or white edge line depending on direction of travel. The roadway includes pairs of 24-inch by 24-inch white square pavement markings spaced across both lanes, set 660 feet apart. A third set of markings is optional at the Highway Patrol’s request. An arrow legend indicates direction of travel along the roadway.
Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations

Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the blocks shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See Figure 620.2.29).

The markings shall be reflective, and are to be placed on the center of each driving lane.

Those markings, which have been improperly installed shall be removed by one of the methods noted in EPG 620.11.4.

Option. A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

Guidance. Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.

The application of any material should be done following the manufacturer’s recommendations for installation.

Option. On concrete surfaces, black may be used to provide contrast of the speed blocks.

620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)

A diverging diamond interchange shows where two northbound lanes and two southbound lanes cross, transposing their alignments to each other in the middle of the interchange. At the top and bottom of the interchange, the lanes are in their typical alignment relative to each other. Right-turn “ONLY” and left-turn “ONLY” entrance lanes are shown merging into the lanes and right-turn “ONLY” exit lanes are shown turning away from the lanes. At the lane crossover intersections, dotted white and yellow lines separate the travel lanes from each other. Directional pavement markings indicate travel direction. Stop bars are shown ahead of crosswalks. Sidewalks with curb ramps are shown connected to crosswalks over raised islands that separate through travel lanes from the entrance and exit lanes.
Figure 620.2.30 Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad

Support. Markings used in a diverging diamond interchange with a transposed alignment crossroad can be advantageous for minimizing wrong-way movements. The potential for wrong-way movements is greatest at the crossover intersections where the alignment becomes transposed.

Standard. On the transposed alignment, each direction shall be considered a one-way roadway whereas the edge line convention shall be in accordance with EPG 620.2.10. Both yellow and white edge lines shall be used.

A lane-use arrow (see EPG 620.2.22) shall be used in each approach lane at the crossover intersection.

Support. EPG 620.3.9 contains information on crosswalks and pedestrian movements for diverging diamond interchanges with a transposed alignment crossroad.

Standard. Flush median islands (see EPG 620.9.3) shall not be used to divide the inverted flow of traffic.

Guidance. Edge line and lane line extensions (see EPG 620.2.13) should be provided through the crossing points.

Support. Figure 620.2.30 illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

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