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Guidelines for marking multi-lane roundabouts

Print version: Guidelines for marking multi-lane roundabouts (PDF, 343 KB, 19 pages)

4.   Figures


4.1   Typical single lane roundabout

Figure 4.1

White island markings are used to provide guidance for drivers approaching splitter islands. Solid yellow no passing lines are provided on all approaches to splitter islands and are extended through to the limit line. Where a solid or flush median is used to separate traffic flows, a solid yellow no passing line should not be used. Refer also to Figure 4.2 and Figure 4.3 for alternative treatments at multi-lane roundabouts.

* Street name or destination signs, located to avoid conflict with sight lines, can be used to guide motorists and may replace the PW-5 ‘Diverge’ signs on splitter islands or the chevron sight boards on the central island.


4.2   Typical approach to roundabout splitter island

Figure 4.2

This diagram indicates the appropriate markings and traffic signs for multi-lane approaches to roundabouts. White island markings are used to provide guidance for drivers approaching splitter islands. Solid yellow no passing lines are provided on all approaches to splitter islands and are extended through to the limit line. Where a solid or flush median is used to separate traffic flows, a solid yellow no passing line should not be used (see Figure 4.3).

Two sets of lane use arrows are to be provided on all approaches to the roundabout at 50m and 100m in advance of the limit line. Give way symbols should be marked within each lane 20m in advance of the limit line.

* Street name or destination signs, sited to avoid conflict with sight lines, can be used to guide motorists and may replace the PW-5 ‘Diverge’ signs on splitter islands or the chevron sight boards on the central island.


4.3   Typical flush median approach to a roundabout splitter island

Figure 4.3

Alternative pavement marking treatment for a splitter island approach to a roundabout recommended where there is a flush or a solid median. This diagram indicates the appropriate approach lane pavement markings and traffic signs for multi-lane roundabouts.

Two sets of lane use arrows are to be provided on all approaches to a roundabout at 50m and 100m in advance of the limit line. Give way symbols should be marked within each lane 20m in advance of the limit line.

*Street name or destination signs, sited to avoid conflict with sight lines, can be used to guide motorists and may replace the PW-5 ‘Diverge’ signs on splitter islands or the chevron sight boards on the central island.


4.4   Typical multi-lane roundabout with 2-lane approaches/exits

Figure 4.4

Markings are the same for all approaches and exits.


4.5   Typical multi-lane roundabout with two 1-lane approaches/exits and two 2-lane approaches/exits

Figure 4.5

White splitter island markings are used to narrow the circulating carriageway from the two single lane approaches. When constructing a new roundabout the splitter islands can be extended into this area where only one exit lane is required. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.6   Typical multi-lane roundabout with 2-lane approaches (one featuring an exclusive right turn lane), three 3-lane exits and a 1-lane exit

Figure 4.6

Similar multi-lane layout to the roundabout depicted in Figure 4.4. However, on one of the approaches, an exclusive right turn lane has been introduced with its own ‘Alberta’ exit lane and spiral curve pavement marking to split right turning traffic from the straight through movement which has only one exit lane. The spiral curve pavement marking is required to guide motorists entering the roundabout from the west and intending to make a right turn to proceed south to use the correct exit lane.


4.7   Typical multi-lane roundabout with 2-lane approaches (one featuring an exclusive left turn lane), three 2-lane exits and a 1-lane exit

figure 4.7

Similar multi-lane layout to the roundabout depicted in Figure 4.6 but with an exclusive left turn lane on one of the two lane approaches and a single-lane exit lane on the opposing leg of the roundabout. No spiral curve pavement markings are required.

The circulating carriageway is narrowed with white island markings and a single exit lane. When constructing a new roundabout the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.8   Typical multi-lane roundabout with two 3-lane approaches/exits and two 2-lane approaches/exits

Figure 4.8

Similar major arterial/minor arterial junction to that depicted in Figure 4.4 but with two 3-lane approaches.

The circulating carriageway has been narrowed using white island markings and two, rather than three exit lanes on the cross road. When constructing a new roundabout, the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.9   Typical multi-lane roundabout with two 3-lane approaches (one featuring an exclusive right turn lane), two 2-lane approaches, one 3-lane exit and three 2-lane exits

Figure 4.9

Similar multi-lane layout to the roundabout depicted in Figure 4.8 but with an exclusive right turn lane on one approach. Spiral curve pavement markings are used to split right turning traffic from the straight through movement for the ‘Alberta’ exit lane and 2-lane (rather than a 3-lane) exit on the opposing leg. The circulating carriageway has been narrowed using white island markings with two, rather than three exit lanes on three legs of the roundabout. When constructing a new roundabout, the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.10   Typical multi-lane roundabout with two 3-lane approaches (one featuring an exclusive left turn lane), two 2-lane approaches, one 3-lane exit and three 2-lane exits

Figure 4.10

Similar multi-lane layout to the roundabout depicted in Figure 4.9 but with an exclusive left turn lane on one of the approaches. No spiral curve pavement markings are required. However, a similar 2-lane (rather than a 3-lane) exit on the opposing leg is also required in this configuration. The circulating carriageway has been narrowed by using white island markings and with two, rather than three exit lanes on three legs of the roundabout. When constructing a new roundabout, the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.11   Typical multi-lane roundabout at a T-junction with 2-lane approaches/exits

Figure 4.11

The exit lane for this T-junction roundabout extends around the ‘western’ side of the roundabout. The circulating carriageway has been narrowed by using white island markings on the ‘northern’ leg of the roundabout. When constructing a new roundabout, the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.


4.12   Typical multi-lane roundabout with two 2-lane and three 1-lane approaches/exits

Figure 4.12

Roundabouts with five legs can be complicated for motorists to negotiate. This example depicts a roundabout with two 2-lane approaches with 2-lane exits on the opposing legs. Single lane entries and exits from each of the other three legs will cause less confusion for motorists and are recommended. Spiral curve pavement markings have been introduced in this configuration to split right turning traffic from other movements within the roundabout and provide guidance for drivers wishing to leave the circulating carriageway at the fourth exit. This treatment overcomes a particular problem with 5-leg roundabouts with up to three single lane exits. The circulating carriageway has been narrowed using white island markings to provide for a mix of single lane and two lane exits. When constructing a new roundabout, the splitter island can be extended into this area. However, allowance may need to be made for the turning circles of large overdimension or overweight load-carrying vehicles on specific routes.

 

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Page created: 28 November 2008