Approach and entry pavement markings

Approach and entry pavement markings consist of yield lines, pavement word and symbol markings, and channelization markings. In addition, multilane approaches require special attention to pavement markings. The following sections discuss these in more detail.

Yield lines

Yield lines should be used to demarcate the entry approach from the circulatory roadway. Yield lines should be located along the inscribed circle at all roundabouts except mini-roundabouts. No yield lines should be placed to demarcate the exit from the circulatory roadway.

The MUTCD currently provides no standard for yield lines. The recommended yield line pavement marking is a broken line treatment consisting of 400-mm (16-in) wide stripes with 1-m (3-ft) segments and 1-m (3-ft) gaps. This type of yield line is the simplest to install.

Alternatively, several European countries use a yield line marking consisting of a series of white triangles (known as “shark’s teeth”). These markings tend to be more visible to approaching drivers. Exhibit 7-19 presents examples of broken line and “shark’s teeth” yield line applications. The “shark’s teeth” ahead of the broken line has been recommended for adoption in the next edition of the MUTCD.

Pavement word and symbol markings

In some cases, the designer may want to consider pavement word or symbol markings to supplement the signing and yield line marking. This typically consists of the word YIELD painted on the entrance to the roundabout immediately prior to the yield line. These markings should conform to the standards given in the appropriate section of the MUTCD (§3B-20).

Alternatively, some European countries paint a symbolic yield sign upstream of the yield line. This treatment has the advantage of being symbolic; however, such a treatment has not seen widespread use in the United States to date.

Lane-use control markings

If lane-use control signing has been used to designate specific lane use on an approach with more than one lane, it is recommended that corresponding arrow legends be used within each lane.

Approach markings

Typically, pavement markings are provided around raised splitter islands and right turn bypass islands to enhance driver recognition of the changing roadway. Channelization markings shall be yellow when to the left of the traffic stream and white when to the right of the traffic stream. For a roundabout splitter island, pavement markings shall be yellow adjacent to the entry and exit and white adjacent to the circulatory roadway. Exhibit 7-20 presents a recommended pavement marking plan for the channelization on a typical single-lane approach to a roundabout. Optionally, edge stripes may end at the points of the splitter islands, allowing the curbs themselves to provide edge delineation.

Raised pavement markers are generally recommended for supplementing pavement markings. These have the benefit of additional visibility at night and in inclement weather. However, they increase maintenance costs and can be troublesome in areas requiring frequent snow removal. In addition, raised pavement markers should not be used in the path of travel of bicycles.

For small splitter islands (in area less than 7 m2 [75 ft2), the island may consist of pavement markings only. However, where possible, curbed splitter islands should be used.

Pedestrian crosswalk markings

Pedestrian crosswalk markings should generally be installed at all pedestrian crossing locations within roundabouts in urban locations. Because the crosswalk at a roundabout is located away from the yield line, it is important to channelize pedestrians to the appropriate crossing location. These markings should not be construed as a safety device, as data from other countries suggest that the presence of markings has no appreciable effect on pedestrian safety. Rather, markings provide guidance for pedestrians in navigating a roundabout and provide a visual cue to drivers of where pedestrians may be within the roadway. The use of crosswalk markings in this manner is consistent with published recommendations (3). Marked crosswalks are generally not needed at locations where the crosswalk is distinguished from the roadway by visually contrasting pavement colors and textures.

A crosswalk marking using a series of lines parallel to the flow of traffic (known as a “zebra crosswalk”) is recommended. These lines should be approximately 0.3 m to 0.6 m (12 in to 24 in) wide, spaced 0.3 m to 1.0 m (12 in to 36 in) apart, and span the width of the crosswalk (similar to the recommendations in MUTCD §3B-18). Crosswalk markings should be installed across both the entrance and exit of each leg and across any right turn bypass lanes. The crosswalk should be aligned with the ramps and pedestrian refuge in the splitter island and have markings that are generally perpendicular to the flow of vehicular traffic.

The zebra crosswalk has a number of advantages over the traditional transverse crosswalk marking in roundabout applications:

• Because the crosswalk at a roundabout is set back from the yield line, the zebra crosswalk provides a higher degree of visibility.
• The zebra crosswalk is distinct from traditional transverse crosswalk markings typically used at signalized intersections, thus alerting both drivers and pedestrians that this intersection is different from a signalized intersection.
• The zebra crosswalk is also less likely to be confused with the yield line than a transverse crosswalk.
• Although the initial cost is somewhat higher, the zebra crossing may require less maintenance due to the ability to space the markings to avoid vehicle tire tracks.

In rural locations where pedestrian activity is expected to be minimal, pedestrian crosswalk markings are optional. Pedestrian crosswalk markings should not be used at roundabouts without illumination (see Section 7.3 for an identification of these cases) because the headlights of vehicles may not be sufficient to illuminate a pedestrian in time to avoid a collision (4). Regardless of whether the crosswalk is marked, all roundabouts with any reasonable possibility of pedestrian activity should have geometric features to accommodate pedestrians as described in Chapter 6.

In addition to pavement markings, flashing warning lights mounted in the pavement and activated by a pedestrian push button or other method may be considered. These are not part of the current MUTCD and thus must be treated as an experimental traffic control device.

Bike lane markings

Bicycle striping treatments should be used when an existing (or proposed) bike lane is part of the roadway facility. Exhibit 7-20 shows a recommended treatment for bike lanes on an approach to a roundabout.