Traffic Engineering Manual Volume 2

Chapter 17: Transverse Lines

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17 hjhrtyhr1
Amendment Record

Ed/Rev No Page(s) Issue Date Amendment Description

Ed 1 All July 1986 Original Manual

Ed 2 All April 2000 Initial draft for comment (VicRoads only)

Ed 3 All December 2001 New Edition

Ed 3 Rev 1 21 December 2007 Text amendments to Section 17.2.3

Ed 3 Rev 2 22 November 2010 Amendment to Figure 17.9

Ed 4 4, 5, 6, 8, 10, July 2014 Minor Amendments

14, 18, 19, 22,
24, 28

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Contents
17.1 Markings at Controlled Unsigned Intersections ......................................... 4
17.1.1 Description and Use .......................................................................................... 4
17.1.2 Give Way and Stop Line Marking at Controlled Intersections ........................... 4
17.1.3 Roundabout Markings ..................................................................................... 14

17.2 Stop Lines and Give Way Lines at Traffic Signals, School or Childrens
Crossings, and Railway Level Crossings ................................................... 19
17.2.1 Description and Use ........................................................................................ 19
17.2.2 Stop Lines at Traffic Signals and School or Childrens Crossings ................... 19
17.2.3 Railway Level Crossing Give Way and Stop Lines .......................................... 19

17.3 Markings for Pedestrian Facilities ............................................................... 21

17.3.1 Description and Use ........................................................................................ 21
17.3.2 Pedestrian Crosswalk Lines ............................................................................ 21
17.3.3 Pedestrian Crossings (Zebra Crossings)......................................................... 21
17.3.4 Diagonal Pedestrian Crossings ....................................................................... 22

17.4 Turn Lines ..................................................................................................... 24

17.4.1 Description and use......................................................................................... 24
17.4.2 Unbroken Turn Lines...................................................................................... 24
17.4.3 Broken Turn Lines .......................................................................................... 24

17.5 Bicycle Intersection Markings ...................................................................... 28

17.5.1 Description and Use ........................................................................................ 28
17.5.2 On Road Markings .......................................................................................... 28
17.5.3 Off Road Markings .......................................................................................... 28

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17.1 Markings at Controlled Unsigned Intersections

17.1.1 Description and Use

Transverse markings for use at controlled unsignalised intersections, i.e. intersections controlled by GIVE
WAY signs, STOP signs or Roundabout signs, are shown in Table 17.1.

Pattern and Dimensions Use

Table 17.1: Controlled intersection markings

* The right hand portion of the Stop or Give Way marking is referred to as the Statcon continuity line, see
Volume 2 Section 16.5.

Guidelines for the installation of STOP and GIVE WAY signs are given in Volume 1 Chapter 3.

17.1.2 Give Way and Stop Line Marking at Controlled Intersections

The installation of Give Way and Stop lines for various situations is illustrated in Figure 17.1. Applications
of these general principles at intersections, median openings and outer separators are illustrated in Figures
and 17.6. Similar principles should be applied to other cases which are not shown, for example, two-way
service road intersections and various service road termination layouts.
Under the Road Safety Road Rules 2009 either a sign or linemarking has legal significance. However,
where they are required to be installed on the road network and it is possible to do so, both a sign and
linemarking shall be used, as both serve a specific purpose as follows:
The sign provides better conspicuity under adverse road conditions (i.e. linemarking can be
undetectable in dark and/or wet conditions) and is the only form of regulatory control that can be
installed on gravel roads. The sign is retroreflective and can be seen from a greater distance,
The linemarking provides guidance to the driver on where to stop prior to entering an intersection, and
reduces the possibility of inadvertently entering or stopping within the intersection.

An exception to the above is in low speed off-road environments, i.e. car park aisles where markings may
be used without signs. In these cases, the erection of signs may be undesirable, or in many cases
impractical. Yellow markings may also be considered in an off-road environment if white would not provide
sufficient contrast to the pavement colour, i.e. on concrete surfaces.
The following should be noted regarding the installation of Give Way and Stop lines:
a) Kerbed Carriageways
On kerbed carriageways, Give Way and Stop lines are generally located so that the leading edge (i.e. the
edge nearer the major road) forms a prolongation of the face of the kerb, as illustrated in Figure 17.1.

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Where traffic islands are installed, the leading edge of the Stop or Give Way line forms a prolongation of
the painted outline of the adjacent island, in line with the kerb, as shown by the Stop line in (4).
However, Stop or Give Way lines may be set back from the line of the kerb defining the through
carriageway if there is a sound reason to do so, such as large vehicles requiring additional space to turn
into a side road. Stop or Give Way lines may also be located to suit the geometry of specific intersection
layouts, e.g. wide median treatments on rural freeways, as illustrated in Volume 2 Chapter 12.
Where there is a left turn auxiliary lane on the major road, an adjacent Statcon continuity line across the
entrance into the minor road is marked as a prolongation of the kerb as illustrated in (1) and (4).
At modified or complex intersections, Stop or Give Way lines may be curved or angled where required to
maintain the width and alignment of the major road, as illustrated in Volume 2 Figures 17.4 and 17.5.
b) Unkerbed Carriageways
Two-lane two-way

On unkerbed two-lane two-way roads, the leading edge of a Give Way or Stop line should be located a
minimum of 6 metres from the separation line (or nominal centre line) of the major road as illustrated in
Figure 17.1.
The minimum distance of 6 metres is to permit a through vehicle to pass to the left of a right turning vehicle
on the through carriageway without the risk of colliding with a vehicle waiting to enter from the side road,
see Figure 17.1.
o For A roads, which have 3.5 metre wide traffic lanes and 2.5 metre wide shoulders, the Stop
or Give Way line will be in line with the outer edge of shoulder. Refer to Volume 2 Section
16.4.1 for edge line treatment where intersection control markings cannot be installed.
o For B roads, which generally have 3.3 metre wide traffic lanes and 2.0 metre wide shoulders,
the Stop or Give Way line will be placed approximately 0.7 metres behind the outer edge of
shoulder.

Refer to Volume 2 Section 16.4.1 for edge line treatment where intersection control markings cannot be
installed.
Multi-lane

On multi-lane roads (Figure 17.6 (3)), a minimum distance of 5 metres should be adopted from the adjacent
lane line to the leading edge of the Statcon marking.
The minimum distance of 5 metres is considered to result in a position which provides a satisfactory
balance between clearance to high speed traffic on the major road, sight distance from the holding line, and
the minimisation of crossing distance.
Assuming standard 3.5 metre wide traffic lanes exist on the major road (e.g. M road), this minimum
distance has the effect of locating the holding lines 1.5 metres behind the edge line. On an M road the
holding lines will therefore be placed near the centre of the sealed shoulder.
Where a bicycle lane is adjacent to the near traffic lane, or a sealed shoulder used frequently by bicycles,
the minimum distance should be increased to 6 metres.
c) General
At exits from turning roadways where markings are longer than 50 metres, standard continuity lines are
used instead of Statcon markings, as illustrated in (4).
Where the minor road is unsealed, Statcon pavement markings are not installed, however where edge
line markings are provided, a standard type continuity line may be painted as noted in Volume 2 Section
16.4.1
Where a left turn auxiliary lane exists, and no traffic island exists in the side road, a Statcon continuity line
is not provided across the entrance into the minor road, as illustrated in Figure 17.6 (2).

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Figure 17.1: Typical controlled intersection Statcon treatments

Notes to Figure 17.1:

1. For guidelines on the correct use of STOP or GIVE WAY signs, refer to Traffic Engineering Manual
Volume 1, Chapter 3. Each sign is located as near as practicable to and not more than 9 m in advance
of the stop/holding line. For lateral placement and height of signs, see Volume 2 Figure 5.2 and
Volume 2 Table 5.1.
2. On kerbed carriageways the normal location of a stop/holding line is with the front edge of line (edge
nearest traffic lane) aligned with the face of kerb. See Table 17.1 for dimensions of lines.
3. On unkerbed carriageways at cross roads where right turns are made in the direction of the arrow, this
distance should be at least 6 m to permit a through vehicle to pass a right turning vehicle without risk of
colliding with a vehicle waiting at the holding line. On multi- lane carriageways this distance is generally
5 m, see Section 17.1.2 (b).
4. Where an edge line is provided, it should be continued around the corner to match the Statcon
marking.
5. Where a side road is generally unsealed, it is preferable that the approach be sealed for a short
distance to ensure that dirt will not be carried onto the stop/holding line. If this is not possible, the
stop/holding line may be omitted, see Volume 2 Section 16.4.1.
6. A side road centre line is provided if the remainder of the side street has a separation line marked, or if
the width between kerbs, or seal width measured 10 m back from the stop/holding line, is 6 m or more.
The line may be extended beyond 30 m if the approach is curved, or on a crest, or if there is some
other unusual geometric feature. Where parking is to be allowed adjacent to the line, and less than 3
metres clear distance will exist between the centre line and a parked car, a broken centre line shall be
used (refer Volume 2 Sections 16.1.1 and 16.3.2)

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 (1) Median up to 2m wide 2) Median wider than 2m and diamond
turns can be made

(3) Median where diamond turns cannot

be made

(4) Treatment where side road divided

Figure 17.2: Signs and markings at kerbed median openings

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Note to :
1. Long openings may require pavement delineation, especially if on a curve or crest. Use standard type
continuity lines; refer Volume 2 Table16.6, in prolongation of each median kerb in such cases.
2. Locate stop/holding lines and Statcon continuity lines as shown in Figure 17.1. The leading edge of
the Statcon continuity line at a median opening (i.e. edge nearer the major road) also forms a
prolongation of the face of kerb. An exception to this is where a painted edge line is installed along the
median where associated markings at median openings shall be a prolongation of the edge line.
3. A side road centre line is provided if the remainder of the side street has a separation line marked, or if
the width between kerbs, or seal width measured 10 m back from stop/holding line, is 6 m or more. The
line may be extended beyond 30 m if the approach is curved, or on a crest, or if there is some other
unusual geometric feature. Where parking is to be allowed adjacent to the line, and less than 3 metres
clear distance will exist between the centre line and a parked car, a broken centre line shall be used
(refer Volume 2 Sections16.1.1 and 16.3.2).
4. For this case to apply (Example (2)), there must be sufficient clearance for opposing right-turners to
pass when simultaneously following a diamond turn pattern.
5. Central line is 150 mm unbroken line.
6. Where merge length is less than 50 m the continuity line pattern is the Statcon type (600 x 150 mm
line/600 mm gap). If greater than 50 m use the Standard type (1 m line, 3 m gap, 100 mm wide).
These are illustrated in Volume 2 Table 16.6.
7. Median treatment as in Examples 1, 2 or 3 as appropriate.
8. Approach island or median nose set back. Mark 100 mm wide outline between end of stop/holding line
and island/median nose.
9. Controlled intersection markings are a prolongation of the painted island outline, Example 4.

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Case 1: Priority to side road over one-way Case 2: Priority to side collector road over
service road one-way service road

(a) Outer separator up to 10 m wide (b) Outer separator wider than 10 m

Case 3: Priority to one-way service road

Case 4: Outer separator openings not at side road

Figure 17.3: Signs and markings at kerbed outer separator openings

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Notes to Figure 17.3:
Figure 17.3 illustrates four cases for signing and marking at outer separator openings on one-way service
roads. Guides for the use of each case are as follows:
Case 1: Opening at Side Road - Priority to Side Road over Service Road
This treatment may be used at a local road where the one-way traffic volume entering from the side road is
relatively low but is greater than the service road volume. It may also be considered where the service road
volume is the higher, but contains a significant proportion of through traffic which should be discouraged
from using the service road, or where the outer separator is so narrow that there is inadequate storage
area for a vehicle between the through carriageway and the service road. In general, it would be preferable
to provide a physical narrowing of the service road at the intersection in these cases.
See Note 2 regarding use of the KEEP CLEAR marking.
Case 2: Opening at Service Road Terminations
These treatments are often used where the side road is a collector road carrying a substantial traffic
volume. They are treated as illustrated in this example.
Case 3: Opening at Side Road - Priority to Service Road
This treatment should be used where the conditions for Case 1 do not apply. If Case 2 applies,
consideration should be given to whether the outer separator opening opposite the side road should be
closed.
Case 4: Openings Not at Side Road
These are treated as illustrated.
It should be noted that two-way service road intersections need to be considered on their merits in
individual cases.

Specific Notes:

1. A side road centre line is provided if the remainder of the side street has a separation line marked, or if
the width between kerbs, or seal width measured 10 m back from stop/holding line, is 6 m or more. The
line may be extended beyond 30 m if the approach is curved, or on a crest, or if there is some other
unusual geometric feature. Where parking is to be allowed adjacent to the line, and less than 3 metres
clear distance will exist between the centre line and a parked car, a broken centre line shall be used
(refer Volume 2 Sections 16.1.1 and 16.3.2).
2. The pavement marking KEEP CLEAR may be required if service road traffic has difficulty in negotiating
queues of side road traffic waiting at the main carriageway entry point, see Volume 2 Section 18.3.1.
The marking should not be used unless there is space between it and the main carriageway
stop/holding line for at least one vehicle to store.
3. Omit this Statcon continuity line if outer separator is less than 2 m wide.
4. T-junction Rule under Road Safety Road Rules 2009 would normally apply at this intersection.
Statcon signs and markings may not therefore be required.
5. Sign must be angled to ensure that it creates no confusion for traffic on the main carriageway.

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 (1) Using angled straight lines (2) Using curved lines

Figure 17.4: Modified intersection (examples)

(1) Split Intersections (2) Combined intersections

Figure 17.5: Complex intersections (examples)

Notes to Figures 17.4 and 17.5:

1. Where kerbs on the major road are not directly aligned, the linemarking must be aligned in a way which
does not create a hazard by narrowing the major road width through the intersection. (i.e. having the
continuity line and holding line marked in a straight line may squeeze the major road width on the
bend).
2. Where a minor road intersects the major road on a bend, the stop/holding line must be marked to
follow the alignment of the major road around the bend.
3. Where there is a third intersecting point at a complex intersection, it must be marked for a priority
arrangement appropriate for volumes and site conditions. Consideration may be given to the use of
markings without a sign at such locations.

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4. This treatment is generally only suitable in local road networks. Where the major road carries a
significant volume of traffic (e.g. arterial road or important collector road), consideration should be
given to a realignment of the minor road to create one intersection only.
5. Where a second intersection of minor roads occurs close to the intersection of a minor road with the
major road, the intersection points should be separated, and consideration given to realignment of a
minor leg or reshaping of the intersection.

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 (1) Standard two-lane, two-way major road

(2) Right turn lane marked on major road

(3) Multi-lane major road

Figure 17.6: Unkerbed cross roads

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Notes to Figure 17.6:
General
These arrangements are applicable where there is no central island on the minor road, and also apply to T-
junctions.
Special Notes
1. Where an edge line is provided, it should continue around the corner to the Statcon marking.
2. An edge line may or may not be marked adjacent to an unsealed shoulder.
3. At cross roads where right turns are made in the direction of the arrow, this distance should be at least
6 m to permit a through vehicle to pass a right turning vehicle without risk of colliding with a vehicle
waiting at the holding line. If at a T-intersection, adopt 5 m as per Note 4. (This note applies only where
pavement is unkerbed).
4. Minimum distance of 5 metres creates a setback for the holding line to achieve a balance between
clearance to the major road traffic lane, sight distance, and the crossing distance for vehicles leaving
the side road.
5. Median may exist in this situation.

17.1.3 Roundabout Markings

The pattern and dimensions for holding lines at roundabouts are shown in Table 17.1. Holding lines at
roundabouts are installed in accordance with the general principles applied to other intersection types. The
leading edge of the holding line forms a prolongation of the kerb and the painted outline of the traffic island
on the approach, as illustrated in Figure 17.7.
Application of the general linemarking principles to various roundabouts is illustrated in Figure 17.8.For
roundabouts, no line is marked across the exit from the roundabout, but exit linemarking is installed on
multi-lane roundabouts, as illustrated in Figure 17.8
Figure 17.8 - see also Volume 2 Section 16.6.4. It is also essential that pavement arrows be provided on all
multi-lane approaches to roundabouts to promote lane discipline within the roundabout in accordance with
Volume 2 Section 18.1.2.
Refer to Volume 2 Chapter 10 for a typical signing and linemarking arrangement for roundabouts.
Provision for cyclists at roundabouts is discussed in detail in Austroads Guide to Road Design Part 4B
Section 5.3 (2011).

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 (1) Medium to large roundabouts (2) Small and mini roundabouts

Figure 17.7: Roundabout holding lines

Notes to Figure 17.7:

1. The holding line curve radius and location shall provide a smooth guiding line for circulating traffic to
follow into the next exit (except where inappropriate at small and mini T-junction roundabouts, see
Example (2)).
2. Continuity lines are not to be marked across exits.
3. Pavement arrows are installed on all multi-lane approaches, except at T-intersections as shown in
Figure 17.8 Example (7).
4. Continuous lane lines on approaches are 30 m minimum length and may be extended to beyond the
approach curve when necessary for delineation.

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 Example (1): Typical multi-lane Example (2): Typical multi-lane
roundabout showing two-lane roundabout showing two single lane
approaches and two-lane exit approaches and two single-lane exits

Example (3): Typical multi-lane Example (4): Typical multi-lane

roundabout showing two approach lanes, roundabout showing two approach lanes,
one exit lane, and featuring an exclusive one exit lane, and featuring an exclusive
right turn lane left turn lane

Figure 17.8: Typical roundabout layouts (schematic diagrams only)

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 Example (5): Typical multi-lane Example (6): Typical multi-lane
roundabout showing two 3-lane roundabout showing two 3-lane
approaches and two 2-lane approaches approaches & two 2-lane approaches
featuring an exclusive right turn lane

Example (7): Typical multi-lane

roundabout at t-intersection
single lane on stem of T

Example (8): Typical multi-lane roundabout featuring

spiral markings

Figure 17.8 (cont.): Typical roundabout layouts (schematic diagrams only)

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Notes to Figure 17.8:
1. Location and number of arrows similar to conventional pavement arrow requirements (see Volume 2
Section 18.1.2) with the direction of the arrow for the through movement parallel to the approach lane
lines.
2. Use curved lane lines on approaches.
3. Exit lane lines consist of 9 metre long continuous lines with 3 m gaps, 100 mm wide. For information on
setting out exit lane markings, see Volume 2 Section 20.4.
4. Single lane approaches need NO lane arrows.
5. Multi-lane roundabouts with single lane exits should be designed so that these islands extend into the
roundabouts with due consideration being given to the turning space requirements of larger vehicles.
Where the roundabout is modified to overcome an operational problem, the island may be extended
into the circulating roadway using pavement markings see Example (2).
6. Where an approach lane is limited to a single movement, a continuity line should be placed across the
beginning of the lane and - LANE MUST TURN - signs provided in addition to the pavement arrows.
7. Single lane exits generally have NO exit lane lines. An exception is shown in Example (3).
8. Multi-lane approaches have lane arrows on all lanes (except for T-intersections, see Example (7)).
9. On complex layouts, lane diagrammatic signs should be used to promote lane discipline, see Volume 2
Chapter 10 (sign G9-43).

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17.2 Stop Lines and Give Way Lines at Traffic Signals,
School or Childrens Crossings, and Railway Level Crossings

17.2.1 Description and Use

Stop and Give Way markings, for use at Signalised Intersections, mid-block pedestrian operated signals,
school or children's crossings, and Rail Level Crossings are shown in Table 17.2.

Pattern and Dimensions Use

Table 17.2: Stop and give way markings at signalised intersections, mid-block pedestrian operated
signals and rail level crossings

17.2.2 Stop Lines at Traffic Signals and School or Childrens Crossings

Stop lines at traffic control signals and school or children's crossings are 600 mm wide.
At signalised intersections, a stop line comprising a single unbroken line is placed across each approach to
the intersection at least 1.2 m from the walk line, as illustrated in Figure 17.9. The signal pedestal is
normally located midway between the stop line and the crosswalk line.
For signals on slip lanes and mid-block pedestrian operated signals, including school or children crossings,
the stop line is placed 6m from the crosswalk line, as illustrated in Figure 17.9
Where no crosswalk lines are provided, the stop line should be a minimum of 1.2 m clear of the edge of the
cross traffic lane.
Traffic Engineering Manual, Volume 1 Chapter 3 and Volume 1 Section 4.3 provide detailed information on
the use and design of signalised intersections and crossings.

17.2.3 Railway Level Crossing Give Way and Stop Lines

Railway level crossings are marked in accordance with Section 3 of AS 1742.7:2007. At level crossings,
broken Give Way lines and solid Stop lines are 600 mm wide.

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Figure 17.9: Stop lines at signalised intersections and signalised pedestrian crosswalks

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17.3 Markings for Pedestrian Facilities

17.3.1 Description and Use

Pedestrian crosswalk lines for use at signalised and unsignalised crossings are shown in Table 17.3.

Pattern and Dimensions Use

Table 17.3: Markings for pedestrian facilities

17.3.2 Pedestrian Crosswalk Lines

Pedestrian crosswalk lines are only used at:
signalised crossings, and
unsignalised school or children's crossings.
They are not used at unsignalised crossings such as left turn slip lanes, or pedestrian refuges to define
pedestrian walking paths.
Pedestrian crosswalk markings at signalised intersections and mid block pedestrian crossings comprise
two 150 mm wide parallel unbroken lines 2.4 m apart or, for childrens crossings, 3 m apart - see Figure
17.9. The separation may be increased to 5 m where pedestrian volumes are high.
At intersections, the line nearer the intersection should be a minimum of 1.2 m clear of the edge of the
cross traffic lane.
It should be noted that crosswalk treatments in Victoria are different from those shown in AS 1742.10:2009.
Refer to Traffic Engineering Manual Volume 1, Chapter 4.

17.3.3 Pedestrian Crossings (Zebra Crossings)

A pedestrian (zebra) crossing is marked by white stripes parallel to the centre of the carriageway and must
be accompanied by two regulatory walking legs signs (R3-1) facing oncoming traffic. The dimensions of the
stripes are shown in Table 17.3. The gap between the white stripes is unmarked where the pavement
colour provides a reasonable contrast with the colour white, or painted black if this is not the case.
The width of these lines are normally 2.5 m but may be increased up to 4.5 m where pedestrian volumes
are high.

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17.3.4 Diagonal Pedestrian Crossings
A diagonal pedestrian crossing is provided in central business districts where there are high pedestrian
volumes which affect the capacity of the intersection due to geometric restraints. This facility is only
installed when it would lead to a more efficient signal phasing operation. Vehicular traffic is required to stop
on all approaches to the intersection and pedestrians are permitted to cross the intersection diagonally.
Figure 17.10 shows a typical diagonal pedestrian crossing arrangement. The Pedestrian May Cross
Diagonally sign (R3-5) may be installed at this crossing, see Volume 2 Section 8.7.5.

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Figure 17.10: Typical diagonal pedestrian crossing arrangement

Notes to Figure 17.10:

1. Additional pedestrian lanterns facing diagonally across the intersection are required.
2. Pedestrian May Cross Diagonally sign (R3-5) may be installed on all legs of intersection to supplement
signal lantern and linemarking arrangements.

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17.4 Turn Lines

17.4.1 Description and use

Turn lines are marked at intersections to guide traffic along a desirable turning path. They are
described and used as shown in Table 17.4.

Pattern and Dimensions Use

Table 17.4: Turn lines

17.4.2 Unbroken Turn Lines

In Victoria, turn lines comprising unbroken lines 100 mm wide are used at signalised or unsignalised
intersections where guidance for right turning traffic is necessary. It should be noted that turn line
dimensions are different from those shown in AS 1742.14, Clause 6.2.4.
Turn lines are normally required when one or more of the following conditions apply:
Undivided approaches on opposite sides of an intersection have separation lines offset by more
than three metres,
The intersection is on a summit vertical curve such that right turning drivers could be unsure of
their direction of travel,
One or more of the approaches is sharply angled,
The divided road carriageway width on two or more approaches exceeds 10.5 m,
The right turn movement is from two or three lanes turning in the same direction,
Other features make the turning path difficult to follow.

At cross intersections, clearance to meet the swept path requirements shall be provided for opposing
right turn vehicles.
When a driver of a right turning vehicle filtering through an intersection has difficulty in determining
where to stop, which may be due to the curvature of the road and/or vehicles making a right turn
from the opposite direction, a 300 mm wide hold line may be marked to indicate where to wait prior to
completing their turn, see Figure 17.11.

17.4.3 Broken Turn Lines

A broken turn line may be used for:
the less important turn line where two right turning destinations are accessed from a single right
turn lane,
turn lines where a dual or triple left turn movement is entering a multi-lane carriageway and turn
lane markings are required for lane discipline.

An example of the use of turn lines is shown in Figure 17.11.

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Figure 17.11: Typical use of turn lines at a signalised intersection - Example (1)

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Figure 17.11 (cont.): Special use of turning lines at the intersection of major arterial roads -
Example (2)

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Notes to Figure 17.11:
1. Second turn line is normally terminated at the prolongation of the opposing through lane, however, it
may be extended across the opposing through lanes at large and/or complex intersections where this
is necessary for guidance.
2. Adequate separation of turn lines should be provided to meet the swept path requirements of opposing
right turning vehicles, turning concurrently. In special cases where split right turn phases are used, a
lesser width may be used as shown in Example (2).
3. Broken turning line guides left turn traffic into the appropriate lanes; turning line continues to meet lane
line, Example (2).
4. 300 mm wide hold line may be installed to indicate the location where turning traffic may stop when
filtering, so as not to conflict with the opposing through movement, Example (1).

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17.5 Bicycle Intersection Markings

17.5.1 Description and Use

Transverse markings for bicycle facilities at intersections are described and used as shown in Table 17.5.
See Volume 2 Section 18.4.1 and Austroads Guide to Road Design Part 4 Section 9 (2009) for applications
of these and other pavement markings for bicycle facilities.

Pattern and Dimensions Use

Table 17.5: Controlled intersection markings for bicycles

17.5.2 On Road Markings

A typical installation of bicycle stop line at a signalised intersection is illustrated in Volume 2 Figure 18.19.
Where practical, the stop line for the bicycles should be marked in advance of the vehicle stop line as
shown in Volume 2 Figure 18.19. This is to make cyclists more visible to vehicles (particularly large
vehicles) when stationary at signals.
A typical treatment of bicycle lanes at road intersections is illustrated in Figure 16.10.
Treatments of shared paths, separated paths and bicycle paths where they intersect roads are shown in
Sections 2 and 3 of AS 1742.9:2000 and Austroads Guide to Road Design Part 4 Section 9 (2009).

17.5.3 Off Road Markings

Give Way markings may be marked across side paths where they intersect another path. Priority will need
to be assessed on a case by case basis but, as a general rule; cyclists using a minor path should be
required to give way to cyclists using a major path.
The treatment of shared paths, separated paths and bicycle paths where they intersect other paths are
shown in Sections 2 and 3 of AS 1742.9:2000 and the Austroads Guide to Road Design Part 4 Section 9
(2009).

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