620.2 Pavement and Curb Markings (MUTCD Chapter 3B)
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.
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 the 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.
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.
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.
| 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 |
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 903.6.43) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.
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 903.16.24 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.
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, 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.
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 620.2.10).
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.
- A. 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.
- B. 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.
- C. 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.
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 620.2.8.1 through 620.2.8.9, Drawing C in Figure 620.2.15.2, Figures 620.9.2 through 620.9.4.4, and Drawing B in 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.
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.
Section 9E.14 contains information on route markers for designated bicycle routes that can be used on shared-use paths.
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)
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 620.2.2).
EPG 903.3.4 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 620.2.7.1).
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 Spacing of Arrows in Left Turn Lanes):
- 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.
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 Figure 903.2.41.1).
The distances between arrows may be adjusted if there are special circumstances that warrant the change.
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 620.2.7.4.1 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 620.2.21).
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)
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 Standard 620.00 sheet 1.
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), 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 Figure 620.2.8.1 through Figure 620.2.8.4, 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 620.2.24), 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 620.2.24).
620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)
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 620.2.24.
Option. Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities (see Figure 620.2.24).
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 620.2.26.
620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)
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.
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.
Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the 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 Figure 620.2.21).
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 MUTCD_Chapter_3A EPG 620.11.
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)
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.