Report of the Departmental Committee on Traffic Signs
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MINISTRY OF WAR TRANSPORT
REPORT OF THE
DEPARTMENTAL
COMMITTEE ON
TRAFFIC SIGNS
1944
LONDON
HIS MAJESTY’S STATIONERY; OFFICE
/1946/
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Interim Report of the
Committee on
ROAD SAFETY
(December 1944)
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MINISTRY OF WAR TRANSPORT
REPORT OF THE
- DEPARTMENTAL
COMMITTEE ON
TRAFFIC SIGNS
1944
Crown Copyright Reserved
LONDON
HIS MAJESTY’S STATIONERY OFFICE
1946
TABLE OF CONTENTS
PAGE - Composition of the Committee
1 - Terms of Reference
2 - Introduction
2 1. Scope of review2 2. Existing system2 3. Acknowledgments3 4. Arrangement of Report3 5. Summary of principal recommendations3 - I.—General Considerations
6. History8 7. Definition of, and statutory powers to Prescribe and erect, traffic signs8 8. General principles9 9. Conspicuity9 10. Clarity10 11. Siting10 12. Erection on a uniform system10 13. International Agreements10 14. Review of traffic signs and removal of unauthorised, etc. signs12 15. Implementing of recommendations12 - II.—Roadside Traffic Signs
16. Classes of signs discussed13 (A) Matters affecting B Roadside Signs generally 17. Size of traffic signs14 18. Colour of traffic signs14 19. Materials for traffic signs and posts14 20. Maintenance of traffic signs15 21. Lettering on traffic signs15 22. Siting of traffic signs16 23. Height of traffic signs16 24. Illumination of traffic signs16 25. Brightness of illuminated16 26. Reflecting lenses in traffic signs17 27. Control of advertising17 28. Dimensions and lighting of posts on street refuges17 29. Lighting of road excavations and obstructions18 30. Signposting of dual carriageways19 31. Temporary alternating one-way traffic19 32. Traffic Orders under Towns Police Clauses Act 184719 33. The supply of traffic signs by persons or bodies other than highway authorities19 34. Badges on traffic signs provided ‘by approved organisations20 35. Temporary direction signs provided by approved organisations20 (B) Warning Signs 36. Use of symbols on warning signs20 37. Cross roads21 38. Roundabout21 39. Slow—Major Road Ahead21 40. Road Junction21 41. Bend and Double Bend21 42. Bends21 43. Large reflecting arrows22 44. Unguarded level crossing22 45. Guarded level crossing22 46. Steep Hill22 47. Low Gear for ——— Miles22 48. School22 49. Children22 50. Road Narrows23 51. Tram Pinch Point23 52. Single Track Road23 (B) Warning Signs—cont. PAGE 53. Narrow Bridge23 54. Single Line Traffic23 55. Hump Bridge23 56. Low Bridge23 57. Swing Bridge24 58. Gates Closed24 59. Fords24 60. Depth gauges at fords24 61. Animals24 62. Safety posts25 63. Gate arose Road25 64. Signals Ahead25 65. Road Works Ahead25 66. Pedestrian Crossing Ahead25 67. Two Way Road25 68. Aircraft and Troops26 69. Signs for entrances to private premises26 70. Three signs not warning signs—“Hospital,” “Keep to Nearside Lane” and “No Through Road”26 71. Flashing beacons26 72. General principles governing design of warning signs26 (C) Prohibitory Signs 73. Meaning of term27 74. Signs adopted by Geneva 1931 Conference27 75. Red disc27 76. Redring27 77. Detailed review of prohibitory signs27 78. No Entry28 79. No Right Turn28 80. Prohibition of use of highways28 81. Speed limits29 82. Prohibition or restriction of waiting29 83. Signs controlling vehicular access to roads30 84. Signs of prohibitory type not backed by statutory Order or Regulation30 85. Signs indicating that parking is prohibited30 86. General principles governing prohibitory signs31 (D) Mandatory Signs 87. Meaning of term31 88. Signs adopted by Geneva 1931 Conference32 89. Detailed review of mandatory signs32 90. Turn Left, One Way Only32 91. Turn Left32 92. Keep Left, One Way Only32 93. Keep Left, Dual Carriageway32 94. Turn Left, Dual Carriageway32 95. Keep Left32 96. Halt at Major Road Ahead33 97. Stop, Children Crossing33 98. Stop for Weight Check33 99. Stop and Go33 100. Stop34 101. General principles governing mandatory signs34 (E) Informative Signs 102. Signs adopted by Geneva 1931 Conference34 103. Parking place signs35 104. Place name signs35 105. Direction signs36 106. Through direction signs36 107. Route number signposting system should be more widely known36 108. Classes of through direction signs37 109. Approach direction signs37 110. Size of letters on approach direction signs38 111. Place names on approach direction signs38 112. Detailed review of approach direction signs38 - (E) Informative Signs—cont.
PAGE 113. Cross roads38 114. Roundabout39 115. Ring roads39 116. By-pass roads39 117. Dual carriageways39 118. Flyover junctions40 119. “Y”’junctions40 120. Approach sign where space is restricted40 121. Coloured surround on approach signs in town areas40 122. Direction signs at junctions41 123. Route identification signs41 124. Local direction signposting42 125. Footpath direction signs42 126. Direction signs to public buildings, etc.43 127. Abbreviation of place names43 128. Other informative signs43 129. Hospital43 130. Keep to Nearside Lane Except when Overtaking43 131. No Through Road43 132. Unsuitable for Motor Vehicles.44 133. Cyclists Only.44 134. Cyclists and Service Road44 135. Dual Carriageway Ahead44 136. One Way Street44 137. Bridge Ahead, Maximum Weight ——— Tons44 138. Passing Place44 139. Pass Either Side44 140. Bridges closed, etc.44 141. Signs at public service vehicle stopping places45 142. Petrol filling station45 143. Milestones45 144. Street name-plates and street numbering46 - III.—White Lines and Other Traffic Signs of the Carrigeway
(A) White Lines 145. Purposes for which white lines may be used48 146. Transverse stop lines48 147. Longitudinal white lines at junctions49 148. White lines at horizontal and vertical curves49 149. White lines at central refuges49 150. White lines defining traffic lanes49 151. White lines defining main carriageway boundaries50 152. Reflecting studs50 153. Colour of “white” lines50 154. Width of white lines51 155. Materials51 (B) Other Traffic Signs on the Carrigeway 156. Look Left and Look Right51 157. Marking for one-way traffic51 158. Slow51 159. Halt and No Parking51 160. Bus stops51 161. Markings on kerbs and roadside objects52 162. Reflecting lenses on kerbs52 163. Direction markings on the carriageway52 164. Parking places and cab ranks52 165. Colour and materials52 166. Markings on the footpath52 - IV.—Traffic Light Signals
167. General52 168. Signal sequence53 169. Use of Green Arrow53 170. Size of lens53 171. Flexible progressive system53 172. Vehicle actuated systems54 173. Pedestrians and light signals54 IV.—Traffic Light Signals—cont. PAGE 174. Hours of operation55 175. Review of isolated fixed time installations55 176. “Turn Left” and “No Right Turn”55 177. Portable light signals for temporary traffic control56 178. Advance warning sign56 - V.—Marking of Pedestrian Crossings.
179. Existing markings56 180. Illumination of beacon56 181. Carriageway markings56 182. Advance warning sign57 - Reservations by Lt.-Col. A. N. Ww. Dudley on—
(1) The colour of direction signs58 (2) The use of route numbers on direction : signs58 - APPENDICES
- Appendix I.—Form and Dimensions of Letters and Numerals to be used on Traffic Signs
59 - Diagram 1. Standard Alphabet.
- Diagram 2. Alphabet for use where there is not sufficient room laterally to use the standard alphabet.
- Appendix II.—Guard Posts on Refuges
60 - Extract from the Final Report of the Ministry of Transport Departmental Committee on Street Lighting, August, 1937.
- Appendix III.—Lighting and Guarding of Street Works
62 - Extract from the London Traffic (Miscellaneous Provisions) Consolidation Provisional Regulations, 1934.
- Appendix IV.—The London Traffic (Dual Carriageways) Regulations, 1938
64 - Appendix V.—Position of Badge on Signs Provided by Approved Organisations
64 - Recommendation contained in Paragraph 73 of 1933 Report.
- Appendix VI.—
65 - Diagrams 1 to 46—Warning Signs.
- Diagrams„ 47 to 61—Prohibitory Signs.
- Diagrams„ 62 to 73—Mandatory Signs.
- Diagrams„ 74 to 116—Informative Signs.
- Diagrams„ 117 & 118—Street Name-plates.
- Diagrams„ 119 to 122—White Lines.
- Diagrams„ 123 & 124—Other Traffic Signs on the Carriageway.
- Diagrams„ 125 to 128—Signs for attachment to traffic signal heads.
Statement of Expenditure.
The estimated cost of the preparation of this Report is £1,000, of which £500 represents the estimated cost of printing and publication.
COMPOSITION OF THE COMMITTEE
Sir Frederick Cook, C.B., D.S.O., M.C., M.Inst.C.E. (Chairman).
Mr. J. E. Corrin, Transport and General Workers’ Union.
Lt. Col. A. N. W. Dudley, Automobile Association.
Mr. R. M. Finch, O.B.E., M.Inst.C.E., M.Inst.M. & Cy.E., City Engineer, Nottingham.
Mr. T. C. Foley, Pedestrians’ Association.
Mr. H. H. Gregory, M.I.Mech.E., M.I.A.E., M.Inst.T., Royal Automobile Club.
*Mr. E. B. Hart, O.B.E. (to October, 1943), Ministry of War Transport.
Engineer-Admiral E. O. Herrorp, O.B.E., Cyclists’ Touring Club.
Mr. CHarles Holdsworthy, Standing Joint Committee of Road Hauliers’ National Organisations.
Lt.-Col. H. P. Hunter, C.B.E., Chief Constable, Staffordshire County Police.
*Mr. H. R. Lintern (from October, 1943), Ministry of War Transport.
Mr. H. E. Lunn, B.Sc., Assoc.M.Inst.C.E., County Surveyor, East Sussex County Council.
Mr. W. B. R. Morren, C.B.E., M.V.O., Chief Constable, Edinburgh City Police.
Mr. J. S. Munro, Scottish Home Department.
Mr. E. S. Perrin, B.Sc., M.Inst.C.E., A.M.Inst.E.E., M.I.A.E., Ministry of War Transport.
Mr. H. Alker Tripp, C.B.E., Assistant Commissioner, Metropolitan Police
Mr. J. H. Turner, O.B.E. (deceased), Standing Joint Committee of Road Hauliers’ National Organisations.
Mr. M. H. Whitlegge, Home Office.
Secretary:
Mr. J. S. McNeil, B.Sc., Assoc.M.Inst.C.E., Ministry of War Transport.
It is with regret that we record the death, in May 1944, of one of our members, Mr. J. H. Turner. He brought to our deliberations wide knowledge and experience, and his personal qualities had earned him a high place in the regard of each of his fellow members. It was not considered necessary to fill the vacancy on the Committee as our Report was then being drafted.
*In October, 1943, Mr. E. B. Hart retired from the service of the Ministry of War Transport. His place on the Committee was taken by Mr. H. R. Lintern.
On account of illness, Sir Frederick Cook was unable to attend two of our meetings. On these occasions Mr. A. J. Lyddon, C.B.E., M.Inst.C.E., Chief Engineer, Ministry of War Transport, acted as Chairman.
Terms of Reference
“To consider the system of road traffic signs and other cognate means of controlling traffic on roads, and to make recommendations.” REPORT
To
Sir, We, the undersigned, having been appointed by you in February, 1943, “to consider the system of road traffic signs and other cognate means of controlling traffic on roads, and to make recommendations,” have the honour to submit our Report.
INTRODUCTION
Scope of review
1. The “Report of the Departmental Committee on Traffic Signs” presented to the then Minister of Transport in 1933 formed the natural starting point for the review with which we were charged. For convenience we shall refer to that Committee as the “1933 Committee” and to its Report as the “1933 Report.” The recommendations made in that Report were accepted almost in their entirety by the Minister and were embodied in the Traffic Signs (Size, Colour and Type) Provisional Regulations 1933, made on 22nd December, 1933.
We have
(a) reviewed the principles laid down and the recommendations made in the 1933 Report,
(b) reviewed the terms of the Provisional Regulations of 1933,
(c) studied the developments which have taken place in matters affecting traffic signs in the ten years since the 1933 Report was issued, and
(d) considered what alterations or additions are now required in the light of subsequent experience and technical developments.
Existing system
2. The system of signposting as it had evolved in this country prior to the setting up of the 1933 Committee had not kept pace with traffic development. That Committee, while retaining much of value in the then existing methods, had to break new ground, particularly as regards advance direction sign- posting. In reviewing the results of their labours, as tested by the experience of the last ten years, we have been impressed by the wide scope of the problem with which they were called upon to deal, and by the thoroughness with which their work was done. It is our view that continuity of policy is an essential factor in the success of any system of traffic signs, and we consider that the system retained or adopted on the recommendations of the 1933 Committee has in its main aspects proved satisfactory in practice. In making the recom- mendations which follow we have therefore suggested only those modifications of, or additions to, existing practice which experience, changing traffic conditions, or technical progress, have shown to be desirable for the promotion of the greater safety and convenience of road users.
Acknowledgments
3. We have held fifteen meetings of the full Committee, and in addition there have been five meetings of two sub-committees appointed to consider particular aspects of our work—direction signposting in urban areas, and the naming and numbering of streets. We invited Mr. J. Rawlinson, M.Eng., M.Inst.C.E., City Engineer of Westminster, to join the latter sub-committee and we make grateful acknowledgment of his co-operation.
The subject of our Report is one which impinges in some degree on the daily life of every citizen, and we therefore were glad to receive and consider memoranda submitted to us by representative bodies and by individuals. The views which were conveyed to us in these memoranda indicated the widespread interest which exists in the subject, and, although we did not consider it necessary to hear oral evidence, we take this opportunity of expressing our thanks for the helpful information submitted to us by the following:
- Association of Road Traffic Sign Makers.
- British Road Federation, Limited.
- Commercial Motor Users’ Association (Incorporated).
- Messrs. Gowshall, Limited.
- Lt.-Col. Mervyn O’Gorman, C.B., M.Inst.C.E.
- Public Transport Association Incorporated.
- Roads Improvement Association Incorporated.
- Vitreous Enamellers’ Association.
During our deliberations several points arose on which we considered it desirable to seek the views of other bodies, and we desire to express our appreciation of the help given to us on certain aspects by:
- The Royal Fine Art Commission.
- The Royal Fine Art Commission for Scotland.
- The Scapa Society.
- The Commons, Open Spaces and Footpaths Preservation Society.
We desire especially to acknowledge the valuable assistance we received from the Illuminating Engineering Society in the investigation of certain aspects of the illumination of traffic signs.
Our thanks are also due to the Royal Automobile Club for preparing and erecting specimen signs for our inspection.
Arrangement of Report
4. The Report is arranged under the following heads:
II. Roadside Traffic Signs.
A. Matters affecting Roadside Signs generally.
B. Warning Signs.
C. Prohibitory Signs.
D. Mandatory Signs.
E. Informative Signs.
III. White Lines and Other Traffic Signs on the Carriagewayv.
A. White Lines.
B. Other Traffic Signs on the Carriageway.
IV. Light Signals.
V. Marking of Pedestrian Crossings.
We have followed the general arrangement of the 1933 Report, with the addition of a section dealing with the marking of pedestrian crossings.
SUMMARY OF PRINCIPAL RECOMMENDATIONS
5. (1) Existing System—The system of traffic signs retained or adopted on the recommendations of the 1933 Committee has, in its main aspects, proved satisfactory in practice. (Paragraph 2.)
(2) General Principles.—Traffic signs, if they are adequately to fulfil their purpose, should comply with the following four general principles:
(i) They must be so designed and sited as to attract both by day and by night the attention of the persons for whom they are intended.
(ii) Their significance must be clear at a glance.
(ili) They must be so sited that sufficient time is allowed for road users to adapt their course of action to the indication given.
(iv) They must, so far as possible, be erected on a uniform system, and the use of unnecessary signs should be avoided. (Paragraph 8.)
(3) Uniformity and Standardisation.—Standardisation of signs and uniformity of practice in their use are of essential importance. (Paragraph 12.)
(4) International Agreements —Where applicable to conditions in this country, the general principles agreed by International Conferences on traffic signs should be observed. (Paragraph 13.)
(5) Removal of Unauthorised Signs —Unauthorised, misleading, or redundant signs should be removed and the existing powers of the Minister and of highway authorities in this connection should be reviewed and strengthened. (Paragraph 14.)
(6) Relative Urgency of Changes Recommended.—Recommendations involving replacement of existing signs by new or amended signs are divided into three broad classes:
(i) Where the change-over should be made as soon as possible in all cases.
(ii) Where the change-over should be made within a specified period of, say, from three to five years.
(iii) Where the new or amended signs need only be introduced as and when replacements of existing signs become necessary. (Paragraph 15.)
(7) Size of Signs—Generally the size of traffic signs should remain as at present. (Paragraph 17.)
(8) Colour of Signs.—Except in certain special cases the lettering on traffic signs should be black on a white ground. (Paragraph 18.)
(9) Lettering on Signs—The standard form of lettering recommended by the 1933 Committee should continue to be used. (Paragraph 21.)
(10) Siting of Signs.—On open roads, warning and informative signs should normally be placed at not less than 150 yards in advance of the places to which they apply. In appropriate cases an artificial background should be provided to improve conspicuity. (Paragraph 22.)
(11) Height of Signs—In open country the lower edge of signs should be 3 ft. 6 in. above road level. In towns there should be a clearance of not less than 6 ft. 9 in. over footpaths. (Paragraph 23.)
(12) Illumination of Signs.—By night the conspicuity and legibility of all traffic signs should approach as nearly as possible to daylight standards. Direct external illumination 1s to be preferred. Street tests should be undertaken to confirm that a suggested intensity of sign brightness is satisfactory under all lighting conditions.
On roads where vehicle headlamps are normally used the fitting of reflecting lenses is a satisfactory method of rendering signs conspicuous and legible by night, and they should be employed on all prohibitory, mandatory and warning signs on unlighted roads where direct illumination is not practicable. In these cases the red disc, ring or triangle over the signs should be fitted with red reflecting lenses. Symbols on warning signs should be capable of being outlined with reflecting lenses and modifications are recommended to this end.
Standard specifications should cover points of design and construction affecting illumination efficiency, including the optical properties of reflecting lenses for use in traffic signs. (Paragraphs 24, 25 and 26.)
(13) Control of Advertising—Highway authorities should be given greater powers of control over advertising signs which might confuse drivers or distract their attention. In particular, the use of reflecting materials in advertising signs should be prohibited. (Paragraph 27.)
(14) Bollards on Street Refuges—Maximum dimensions are recommended for bollards on street refuges. (Paragraph 28.)
(15) Lighting of Road Excavations and Obstructions—The method of marking and lighting road excavations and obstructions should be uniform over the whole country. (Paragraph 29.)
(16) Traffic on Dual Carriageways—The direction of travel on the separate carriageways of dual carriageway roads should be controlled by Regulations. (Paragraph 30.)
(17) Temporary Alternating One-Way Traffic—Highway authorities should be given powers to require the use, where necessary, of authorised signs for the control of one-way traffic past temporary obstructions. (Paragraph 31.)
(18) Supply of Signs by Approved Organisations.—The supply of traffic signs by approved organisations should continue to be permitted. (Paragraph 33.)
(19) Temporary Direction Signs provided by Approved Organisations—The erection of temporary direction signs supplied by approved organisations should continue to be allowed. (Paragraph 35.)
(20) Bend Signs—When opportunity occurs to modify this country’s commitments under the Paris 1926 Convention, the agreed International symbol at present used on “bend” and “double bend” signs should be replaced by symbols indicating the direction of the bends. (Paragraphs 13 and 41.)
(21) Fords.—It should be made obligatory on authorities or persons responsible for the maintenance of public roads to provide and maintain depth gauges at fords. (Paragraph 59.)
(22) General Principles governing Design of Warning Signs.—
(a) Warning signs should be surmounted by a red triangle.
(b) The word “Danger” should not appear on traffic signs.
(c) New signs should conform to standard patterns. (Paragraph 72.)
(23) No Entry—A new “No Entry” sign based on the symbol agreed by the Geneva 1931 Conference is recommended. It should be erected on each side of the road to which it refers. (Paragraph 78.)
(24) Prohibition or Restriction of Use of Highways by Specified Classes of Vehicles.—Signs of this type should be worded as simply and concisely as possible. (Paragraphs 80 and 81.)
(25) Restriction of Waiting—Where waiting is prohibited on one side of the road on alternate days, the movable sign “No Waiting This Side To-day” should be used in preference to signs of the type “No Waiting This Side on Even Dates” and “No Waiting This Side, Monday, Wednesday and Friday.” (Paragraph 82.)
(26) Design of Prohibitory Signs.—Signs restricting or prohibiting the use of highways by all or any specified classes of vehicles should incorporate a red disc or ring and these symbols should be used only where appropriate statutory powers have been exercised. (Paragraph 86.)
(27) Design of Mandatory Signs.
(a) Signs which indicate that in conformity with a Statutory Order or Regulation traffic must proceed in a specified direction, should be surmounted by a red ring.
(b) The symbol of the inverted red triangle within a red ring should not be used on any signs other than the “Slow” and “Halt” signs erected on the approach to a major road.
(c) “Stop ” signs should be displayed only during such time as the
injunction is in force. (Paragraph 101.)
(28) Through Direction Signs.—A satisfactory system of direction signposting should provide the road user with the following information:
(i) Clear information in good time as to his proper route at places where he might otherwise be in doubt. }
(ii) Confirmation from time to time that he has not deviated from his route.
(iii) Indication of the names of the places through which he is passing.
(iv) Information as to mileages.
Any satisfactory system of direction signs must be based on the use of route numbers, and the existing system should be continued. (Paragraph 106.)
(29) Route Number System.—The through direction signposting system should be made more widely known, and information about the system should be given greater publicity. Alterations of route numbers should be readily available to the public. (Paragraph 107.)
(30) Approach Direction Signs—The route number should remain the more important feature on the panels and not more than one place name should appear on one panel. The letters and figures for the route number should not be less than 4 in. or more than 44 in. high. The letters in the place name should be not less than 2 in. or not more than 3 in. high, instead of not more than 2 in. high as at present. (Paragraph 110.)
(31) Approach Sign Where Space is Restricted—A new form of approach direction sign is recommended for use where space restrictions prevent the use of signs of the existing form. (Paragraph 120.)
(32) Colour Surround to Approach Direction Signs in Towns.—In order to improve conspicuity, the black and white panels on approach direction signs in towns should be mounted on a yellow background or surround.
Recommendations are made for the definition of the areas in which this colour should be used. (Paragraph 121.)
(33) Local Direction Signposting—A new approach direction sign for local signposting is recommended. In towns, the background or surround of this sign should be “traffic blue ”’ in order to improve conspicuity and to emphasise the difference from “through” signs. (Paragraph 124.)
(34) Display of Street Names and Street Numbers—Uniformity of practice in the display of street name plates and street numbers is important. We consider that the results achieved by the exercise of existing statutory powers are unsatisfactory, and recommend that the Minister’s attention should be specifically directed to the desirability of a review of these powers. Detailed recommendations are made covering the design and siting of street name plates and the allocation and display of street numbers. (Paragraph 144.)
(35) White Lines.—White lines should be used:
(a) As “Stop” lines at road junctions.
(b) As guide lines at junctions.
(c) As guide lines at horizontal and vertical curves, and on approaches to central obstructions in the carriageway.
(d) To define traffic lanes on open lengths of road.
(e) To define the boundary of the main carriageway at entrances to side roads, etc. (Paragraph 145.)
“Stop” lines at pedestrian crossings should be separate from the lines of studs defining the crossings. (Paragraph 146.)
The marking of three traffic lanes on carriageways of approximately 30 ft. width should be discontinued in favour of a central line. (Paragraph 150.)
Intermittent centre line markings on two-way carriageways should consist of a 9 ft. mark and a 9 ft. gap. (Paragraph 150.)
Traffic markings on the carriageway should be white. (Paragraphs 153 and 165.)
(36) Other Traffic Signs on the Carriageway.—Carriageway markings indicating the position of bus stops should be permitted. (Paragraph 160.)
The wartime practice of marking kerbs and upstanding objects near the carriageway with white paint should be continued. (Paragraph 161.)
(37) Traffic Light Signals—No major alterations are suggested in the existing traffic light signal systems, but certain experiments are recommended. (Paragraph 167.)
(38) Signal Sequence.—As an experiment, a selected group of signals should be operated with the “Red with Amber” signal omitted, to determine whether increased safety, without increased delay to traffic, can thereby be obtained. (Paragraph 168.)
(39) Pedestrians and Light Signals—Methods for making provision for pedestrian traffic at signal installations are indicated, and the experimental provision of a series of pedestrian signals controlling vehicular traffic on a flexible progressive system is recommended. (Paragraph 173)
(40) Review of Isolated Fixed-Time Installations—Isolated fixed-time installations should be reviewed and converted to a vehicle-actuated system where this is likely to result in the more efficient control of traffic. (Paragraph 175.)
(41) Marking of Pedestrian Crossing Places.
(a) The orange globe on the beacon should be illuminated internally during the hours of darkness. (Paragraph 180.)
(b) Studs should be white.
(c) The spacing of the studs should be increased to 28 in. centre to centre.
(d) Studs fitted with reflecting lenses should not be used on pedestrian crossings.
(e) No form of carriageway marking other than the authorised studs should be permitted at pedestrian crossings (Paragraph 181.)
I. GENERAL CONSIDERATIONS
History
6. In paragraph 6 of their Report the 1933 Committee outlined the history and evolution of this country’s system of traffic signs up to the passing of the Road Traffic Act, 1930, and we do not think it is necessary for us to say more on the subject.
Definition of, and statutory powers to prescribe and erect, traffic signs
7. In Section 48 of the Road Traffic Act, 1930, traffic signs are defined as including “all signals, warning signposts, direction posts, signs or other devices for the guidance or direction of persons using roads.”
Sub-sections (1) (2) and (3) of this Section as amended by the Road Traffic Act, 1934, read as follows:
(1) Subject to and in conformity with such general or other directions as may be given by the Minister a highway authority may cause or permit traffic signs to be placed on or near any road in their area.
(2) Traffic signs shall be of the prescribed size, colour and type, except where the Minister authorises the erection or retention of a sign of another character.
(3) After the commencement of this Act no traffic signs (other than traffic signs placed by a council or highway authority in pursuance of an obligation imposed by or under this Act or the Road Traffic Act, 1934) shall be placed on or near any road except under and in accordance with the preceding provisions of this Section.
Section 121 of the Act of 1930 provides that the word “prescribed” means “prescribed by regulations” made by the Minister of Transport under the Act.
The Acts of 1930 and 1934 required the Minister to make regulations prescribing traffic signs for use on roads. The Traffic Signs (Size, Colour and Type) Provisional Regulations 1933, dated 22nd December, 1933 (hereinafter described as the 1933 Provisional Regulations) which prescribe the majority of the signs now in common use, are still in force, although they have been supplemented from time to time by the authorisation of such further signs as experience or changing circumstances have shown to be necessary.
The number of these subsequent authorisations approaches 300, many of them relating to signs designed to meet the requirements of a particular site. We hope that our recommendations will lessen the need for further special authorisations and that any special new signs which may be considered essential will conform to the general principles which we lay down in this Report.
The effect of the directions which have been given by the Minister under sub-section (1) of Section 48 of the 1930 Act, quoted above, is as follows:
Warning and Informative Signs.—Signs authorised for general use may be erected at the discretion of the highway authority, subject to the direction that regard must be had to the recommendations made in respect of these signs in the 1933 Report.
Specially authorised signs may be erected only at the sites or in the areas specified in their authorisation, and with due regard to the recommendations made in the 1933 Report.
'Prohibitory Signs.—Signs authorised for general use may be erected only for the purpose of giving notice of the effect of a statutory Order, Regulation or Bye-law duly confirmed by.the central authority. In effect, the erection, including siting, of signs of this type is subject to the approval of the Department in each individual case.
Specially authorised signs may be erected only as specified in their authorisation.
Mandatory Signs.—For generally and specially authorised signs requiring traffic to follow a particular route, or to keep to a particular part of the highway, the position is the same as for prohibitory signs. An exception is the “Keep Left” sign which may be erected at the discretion of the highway authority.
Mandatory signs requiring traffic to halt or stop may be used only in the circumstances specified in their authorisation or in the relative directions issued by the Minister.
Pedestrian Crossing Markings—The authorised pedestrian crossing markings (studs and beacons) may be used only where the Minister has approved a crossing place or scheme of crossing places for foot passengers.
Light Signals.—Traffic light signals may be erected only where the Minister has approved their installation.
Carriageway Markings—Authorised carriageway markings may be laid down at the discretion of the highway authority, except that markings of a mandatory character indicating the route to be followed by traffic may be used only for the purpose of giving notice of the effect of a statutory Order, Regulation or Bye-law, duly confirmed by the central authority.
We do not suggest any change in the discretion allowed to highway authorities under the above arrangements, but we recommend that within the exercise of their discretion highway authorities should be required to have regard to the recommendations contained in this Report and should, where appropriate, collaborate with the police in the provision and siting of traffic signs.
General principles
8. In paragraph 8 of their Report the 1933 Committee laid down four general principles with which all traffic signs should comply if they are adequately to fulfil their purpose. In our view complete understanding of these principles is of fundamental importance in any approach to the subject of traffic signs and we therefore think it desirable to repeat them here in substantially the same form:
(i) Traffic signs must be so designed and sited as to attract, both by day and by night, the attention of the persons for whom they are intended.
(ii) Their significance must be clear at a glance.
(iii) They must be so sited that sufficient time is allowed for the persons for whom they are intended to adapt their course of action to the indication given.
(iv) They must, so far as possible, be erected on a uniform system and the use of unnecessary signs should be avoided.
These principles command general acceptance, but we consider that their importance justifies our emphatic reaffirmation of them.
Conspicuity
9. We consider that in a number of cases insufficient attention has been given to the siting of signs from the point of view of conspicuity. The need to place signs where the road user will have an unobstructed view of them 1s obvious, but it is less generally realised that the character of the background against which the sign is seen has an important bearing on conspicuity. We think it necessary to draw attention to this aspect, and recommend that where signs are not otherwise sufficiently conspicuous an artificial background should be provided.
Clarity
10. In making our recommendations we have kept constantly before us the need for clarity both in the information given by the sign and in its presentation. Within certain limits symbols possess great advantages in this respect, but only so long as their meaning is well known and they are not used in such variety as to make instant comprehension of the message of any sign a feat of memory. Any printed matter on signs should be worded as simply and concisely as possible and its layout, and the size of letters used, should be designed so that the essential information is taken in by the road user in the shortest possible time.
Siting
11. In addition to the need to site signs where they can readily be seen and understood, it is important for traffic flow and traffic safety that their message should be received by the road user in good time to allow him to take appropriate action. We recognise that the faster speed of present-day traffic necessitates in many cases increased distance between warning signs and points of danger, and we have dealt with this aspect in paragraph 22 of our Report.
Erection on a uniform system
12. We desire to stress the essential importance of uniformity. The road user should be able to feel confident that signs are erected only where necessary for his safety or convenience, and that the same message will always be conveyed to him in the same manner. In particular we deprecate strongly the tendency to draw attention to danger points by the erection of signs or symbols of a non-standard or exaggerated character. Departure from authorised standards, either in the form of sign or in the manner in which it is used, results only in depreciation of the system as a whole.
International Agreements
13. Throughout our deliberations we have kept before us the desirability of conforming a& far as possible to agreed International practice.
There have been three International Conferences at which traffic signs have been discussed and Conventions regarding their use have been drawn up. These Conferences were held at Paris in 1909 and 1926 and at Geneva in 1931. The formal agreements reached at these Conferences will be referred to as the Paris 1909, Paris 1926 and Geneva 1931 Conventions respectively.
In 1939 Great Britain ratified the Paris 1926 Convention and by so doing undertook to use, for certain specific purposes, only those signs which were then agreed. These signs are five in number and they indicate respectively the proximity of a cross road, a sharp turn, an unguarded or ungated level crossing, a guarded or gated level crossing, and an uneven patch of road (e.g. a very pronounced depression in a road due to a watercourse). As normally there is no occasion to use the last-named sign in this country, it has not been authorised under the Road Traffic Act, 1930. The remaining four signs are authorised by the 1933 Provisional Regulations and are shown in diagrams 1, 7, 15 and 16 in Appendix VI of this Report.
The 1933 Committee recommended that, if permissible under the terms of the Paris 1926 Convention, the signs illustrated in diagrams 9, 10, 12 and 13 should continue to be used for dangerous bends in preference to those shown in diagrams 7 and 11. If that were not practicable they considered that advantage should be taken of any opportunity which may be presented of revising this country’s obligation in this respect, but no such opportunity has yet arisen.
We have been reluctant to recommend alteration of signs the use of which has been standard practice in this country since 1933, and to which we are bound by an International Convention, but we agree with the recommendation of the 1933 Committee that as early as possible this country’s obligations under the Paris 1926 Convention should be modified to enable use to be made of the signs shown in diagrams 9, 10, 12 and 13 in place of those shown in diagrams 7 and 11. These signs have the great advantage not only of giving warning of the proximity of a bend, but of showing at a glance whether the bend is single or double, and whether it is to the left or right.
The Geneva 1931 Convention binds its signatories to adopt a number of traffic signs additional to those covered by the Paris 1926 Convention. The British Government did not subscribe to the Geneva 1931 Convention, but intimated that the possibility of adopting for use in Great Britain the signs adopted by the Conference and not already covered by the Paris 1926 Convention would be borne in mind.
Certain of the signs now in use in this country (“30 m.p.h. speed limit” sign (diagram 53), “No Waiting”. sign (diagram 60), and “Parking Place” sign (diagram 74)) conform closely to signs agreed by the Geneva 1931 Conference. We have considered whether we would recommend that any other of the latter signs should be adopted but in only one case (the “No Entry ” sign (diagram 48)) has this been considered desirable. In our view symbols without explanatory lettering are not generally satisfactory, particularly where they are of a prohibitory or mandatory character, and we share the opinion of the 1933 Committee that the majority of the signs adopted by the Geneva 1931 Conference are not suitable for use in this country.
A sign consisting of a triangle with the apex downwards was adopted by the Geneva 1931 Conference to indicate the approach to a more important road. We recommend that the triangle within the ring surmounting the “Slow” and “Halt” signs (diagrams 3 and 70) should be inverted.
Although many of the signs recommended for use in this country do not comply in detail with those adopted by the Geneva 1931 Conference, the following comparative statement shows that normal British practice does not conflict with the general principles agreed by that Conference.
| Class of Sign | General Principles agreed by Geneva 1931 Conference | Normal British Practice |
| Signs giving warning of danger. | Must be triangular in shape. | Red triangle (surmounting rectangular plate on which specific danger is indicated). |
| Prohibitory signs. | Must be circular in shape and the colour red must predominate. | Red disc (surmounting rec tangular plate), or red ring (surrounding circular plate). |
| Mandatory signs. | Must be circular in shape. | Red ring (surmounting rectangular plate). |
| Informative signs. | Must be rectangular in shape and the colour red must not predominate. | Rectangular plate (with no red colour). |
We consider it important that these principles should be observed, so that road users, including visitors from overseas, will become familiar with the meaning to be attached to the shape and colour of traffic signs.
Review of traffic signs and removal of unauthorised, etc., signs
14. A great deal has been achieved in the removal of unauthorised, misleading and redundant signs, but there is still scope for action in this direction, and a further review should be undertaken in the light of the recommendations contained in this Report.
In our view it is essential that all unauthorised traffic signs on or near highways should be removed. Highway authorities already have powers in this direction and should be exhorted to exercise them fully. In addition we consider that the Minister should have powers to direct highway authorities to remove unauthorised signs, and, failing action by the highway authorities, should himself have powers to undertake their removal and recover the cost of doing so. We recommend that the existing powers of the Minister and of highway authorities in this respect be examined and strengthened as may be necessary to accord with the recommendations made in this paragraph. For the purpose of this paragraph we would define “unauthorised traffic signs” as including :
(a) signs which have not been authorised by the Minister;
(b) signs authorised by the Minister for temporary purposes only but used as permanent signs; and
(c) signs authorised by the Minister but used in circumstances other than those envisaged in their authorisation or retained after conditions justifying their use have altered.
Implementing of recommendations
15. Those of our recommendations which involve the replacement of existing signs by new or amended signs are all directed to the ultimate improvement of our traffic signs system, but clearly are not all of equal urgency. We have reviewed these recommendations from this aspect of urgency and have divided them into the following three broad classes :
(1) Recommendations involving departure from existing practice on some essential point, and where the change-over should be made in all cases as soon as possible. It will be for the Minister to appoint dates by which the various changes should be completed.
(2) Recommendations for improvements which are not so urgent as the foregoing, but which should, nevertheless, be made effective within a definite period (say from three to five years) to be prescribed by the Minister.
(3) Recommendations for improvements of a minor character which need only be introduced as and when replacements of existing signs become necessary.
In category (1) we place the following :
(a) The removal of unauthorised, misleading and redundant signs. (Paragraph 14.)
(b) The replacement of the existing sign “Road Works Ahead” by the larger sign now recommended. (Paragraph 65.)
(c) The replacement of existing “No Entry” signs by the new sign now recommended. (Paragraph 78.)
(d) The substitution of black letters on a white ground for white letters on a red ground on prohibitory signs of the type “No Right Turn.” (Paragraph 79.)
(e) The substitution of movable signs “No Waiting this Side To-day” for signs of the type “No Waiting this Side on Even Dates,” or “No Waiting this Side Monday, Wednesday and Friday.” (Paragraph 82.)
(f) The substitution of black letters on a white ground for white letters on a blue ground on mandatory signs of the type “Turn Left,” “Keep Left,” etc. (Paragraphs go to 95.)
(g) The addition of the “torch symbol” to the sign “Stop, Children Crossing.” (Paragraph 97. )
(h) The substitution of the sign “Stop for Weight Check” in place of “Stop, Road Traffic Officer.” (Paragraph 98.)
(i) The substitution of larger “Stop” and “Go” signs for existing signs of this type. (Paragraph 99.) i
(j) Removal of the red triangle from “Hospital,” “Keep to Nearside Lane Except when Overtaking,” and “No Through Road” signs. (Paragraphs 129 to 131.)
(k) Substitution of black on white for white on blue in signs “Cyclists Only,” “Cyclists and Service Road.” (Paragraphs 133 and 134.)
(l) Marking of intermittent centre line with 9 ft. mark, 9 ft. gap, and discontinuance of three-lane markings on two way carriageways. (Paragraph 150.)
(m) Replacement of existing signs “Turn Left” and “No Right Turn ” attached to traffic light signal heads, by larger signs now recommended. (Paragraph 176.)
(n) The illumination of all pedestrian crossing beacons. At the same time effect should be given to our recommendations on carriageway markings at pedestrian crossings. (Paragraphs 180 and 181.)
In category (2) we place the following:
(a) The fitting of reflecting lenses to warning signs on unlighted roads where direct illumination is not practicable. (Paragraphs 24 and 26.)
(b) The abandonment of yellow colour in carriageway markings. (Paragraphs 153 and 165.)
Any alterations of existing signs which are not specifically referred to under (1) or (2) may be assumed to be in category (3).
Except where we make a specific recommendation to the contrary, it is our intention that the withdrawal of any authorisation in consequence of our recommendations should not invalidate traffic signs lawfully placed on or near the highway prior to the withdrawal of the covering authorisation, and we recommend that any Regulations which may be made consequent on submission of this Report should make provision accordingly.
II. ROADSIDE TRAFFIC SIGNS
Classes of signs discussed
16. The term “roadside traffic signs” was adopted by the 1933 Committee as including all traffic signs except light signals and white lines and other markings on the carriageway. Roadside signs were sub-divided into “warning,” “prohibitory,” “mandatory” and “informative” signs. We have found it convenient to retain that classification, and to discuss light signals (and signs attached thereto), white lines and other markings on the carriageway and footpath, and the signs and markings to be used at t pedestrian crossings, in separate sections of our Report.
(A) MATTERS AFFECTING ROADSIDE SIGNS GENERALLY
Size of traffic signs
17. We do not recommend any general change in the size of traffic signs. In a number of cases, however, we recommend variation of existing dimensions to accommodate amended wording or altered size of letters, or in order to reduce to the minimum the number of standard sizes of sign plates. The dimensions which we recommend for different signs are indicated on the diagrams, but the over-all dimensions given for direction signs are approximate only, and may require to be varied according to the number and size of letters used in the place names and route numbers.
Colour of traffic signs
18. Unless otherwise indicated in the diagrams, the symbols, letters and numbers on all signs should be black on a white ground.
On several existing authorised signs in common use, white lettering on a black, red or blue ground is employed. In our view these colour combinations do not give maximum conspicuity or legibility, and we recommend that black letters on a white ground be substituted, except in the case of official car park signs and signs restricting waiting, in which the use of white letters on a blue ground is in accord with International practice, and in the case of the temporary sign “Road Works Ahead” recommended in paragraph 65.
In the special case of approach direction-signs in urban areas, we recommend the use of a coloured background, outside the standard black and white panels, to give additional conspicuity. This point is referred to in detail) in paragraphs 121 and 124.
Where the diagrams indicate that the colours “signal red,” “traffic green” or “traffic blue” should be used, the colours are those standardised under these descriptions in the British Standards Institution’s Schedule of Colours for Ready Mixed Paints, B.S.S. No. 381—1930, and in the Addendum to that Schedule dated February, 1932.
On signs provided by approved organisations, the use of the colours of the organisation is permitted—see paragraphs 34 and 35.
Materials for traffic signs and posts
19. The sign plates and posts should be of sound construction and good material, and the posts should be in proportion to the signs which they support and free from excessive ornamentation. The construction of cast metal signs and posts already forms the subject of a British Standard Specification (No. 873 —1939), and we recommend that further specifications should be prepared -by the British Standards Institution covering any other materials which are, or may in future be, in common use for the construction of traffic signs. When these specifications are issued, all signs erected thereafter should be required to conform to the appropriate specification.
Posts carrying traffic signs should be painted with alternate black and white horizontal bands approximately 12 in. in depth.
We agree with a suggestion made by the Commons, Open Spaces and Footpaths Preservation Society that the most satisfactory type of post for public footpath signs (see paragraph 125) should be a square post of hardwood, or, failing hardwood, the post should be of concrete. The cross arm should also be of wood.
Maintenance of traffic signs
20. We desire to emphasise the importance of adequate maintenance of traffic signs. Lack of maintenance (e.g. painting and cleaning) may result in serious impairment of the conspicuity and legibility of the sign, particularly as seen by artificial illumination. It is also important that the illuminating equipment be serviced adequately so that a reasonably uniform standard of performance may be maintained.
Where signs are unavoidably placed close to hedges, trees or roadside banks, the highway authority should take steps to ensure that the latter are kept trimmed, so that visibility of the signs is not impaired.
Lettering on traffic signs
21. The type of lettering used on traffic signs (reproduced i in Appendix I of this Report) was adopted by the 1933 Committee upon expert advice, and we see no reason to depart from it. Such criticism as has been expressed 1S principally due to the form of lettering not being strictly adhered to, and we suggest that when placing orders for signs authorities should pay special attention to this point.
Siting of traffic signs
22. Except where the character of the sign obviously requires otherwise, all roadside traffic signs should be erected on the near side of the road from the point of view of drivers who are intended to see them. Exceptions are: “Keep Left,” “ Pass either side,” and signs restricting waiting, or indicating the location of an official car park. In the case of “No Entry” signs an additional sign should be erected on the offside of the road. At junctions on dual carriage- way roads having cycle tracks and service roads, it may in some cases be necessary to place signs on the central reservation to face traffic approaching from the side road.
On open roads, warning and informative signs should normally be placed at not less than 150 yards in advance of the places to which they apply, unless the physical conditions at the site (e.g. the presence of a bend-or of another road junction within that distance) make it inadvisable to do so.
In special cases it may be desirable to erect an advance warning sign, consisting of the appropriate standard warning sign with the addition of a plate giving in yards the distance ahead to the point at which the specific danger may arise.
Signs should be erected so as to provide adequate clearance between traffic on the carriageway and the nearest edge of the sign, taking account of the effect of camber on the carriageway. Normally for such clearance a distance of 18 in. from the edge of the carriageway to the nearest edge of the sign should suffice. In order to reduce obstruction on the footpath to the minimum, signs should be fixed to telegraph poles, tramway standards, lamp-posts, etc., and (by means of brackets or otherwise) to boundary walls and private structures where this can be done without loss of efficiency.
In siting traffic signs, consideration should be given to the effect on the conspicuity of the sign of the background against which it will be viewed, and to the possibility, in appropriate cases, of improving conspicuity by the provision of an artificial background.
Height of traffic signs
23. The ideal height of the centre of a traffic sign is at the eye level of the persons most concerned with its message. In open country the lower edge of signs intended for the warning or guidance of vehicular traffic should be 3 ft. 6 in. above the level of the crown of the road. In towns or other places where signs of this height are liable to be obscured or to cause obstruction to pedestrians, it will be necessary to allow a clearance of 6 ft. 9 in. above ground level.
Illumination of traffic signs
24. By night the conspicuity and legibility of all traffic signs should approach as nearly as possible to daylight standards. This is particularly necessary in the case of warning, prohibitory and mandatory signs.
We recommend that, where a system of street lighting exists, direct illumina- tion should be provided. It would be undesirable to discourage experiment and improvement in the illumination of signs by restricting the methods by which a satisfactory standard of illumination is achieved, but it is our view that where conditions permit of its use, external illumination is to be preferred to internal illumination because of the better daytime performance and greater simplicity and ease of maintenance of the externally illuminated sign.
On roads where there is no system of street lighting and vehicles normally drive with headlamps on, the use of reflecting lenses is, in the absence of direct illumination of the signs, a satisfactory method of rendering signs conspicuous and legible at night, provided the signs are properly sited in relation to the carriageway. We recommend that, on unlighted roads, all warning, prohibitory and mandatory signs for which direct illumination is not practicable should be fitted with reflecting lenses. As these lenses depend for their effect on the reflection of light directed on them from the lamps of approaching vehicles, they serve no useful purpose in signs erected on roads where there is an effective street lighting system and where vehicle headlamps are therefore not used.
Brightness of illuminated signs
25. Laboratory investigations carried out at our request suggest that a sign brightness of from 15 to 20 equivalent foot-candles will give adequate conspicuity and legibility on well-lighted streets, and at the same time will not cause discomfort or glare in unlighted or poorly lighted streets. We recommend that these results should be checked by full-scale street tests, including tests in brightly lighted shopping streets, as soon as conditions permit, and that appropriate recommendations should subsequently be issued to highway authorities.
The legibility of illuminated signs may be impaired by lack of uniformity of brightness over the area of the sign. This can be remedied by careful design and by the use of materials of appropriate quality.
We recommend that, as and when standard specifications for traffic signs are prepared or revised by the British Standards Institution, consideration should be given to such questions affecting illumination as the quality of diffusing or reflecting materials and the desirable intensity and correct location of sources of light in relation to the area illuminated.
Reflecting lenses in traffic signs
26. British Standard Specification for the Construction of Road Traffic Signs (Cast Metal) and Posts (No. 873—1939) specified the number, diameter and colour of reflecting lenses which should be used in certain authorised signs. The specification stated, however, that certain of the symbol warning signs “do not lend themselves readily to the fitting of reflectors” and, therefore, did not specify how reflecting Ienses should be used on these particular signs. We consider it important that the symbols to be used on warning signs should be capable of being fitted with reflectors, and we therefore caused experiments to be made to determine what amendments in the design of symbols would be necessary to enable this to be done. In our view it is sufficient for the reflecting lenses to outline at night a symbol which is distinct from other symbols, but they need not necessarily reproduce the exact detail of the black on white symbol as seen by day; e.g. the “Roundabout” symbol shows by day three arrows curved to form a circle, but by night a plain circle of reflectors would, in our opinion, be adequate. With this consideration in mind we reviewed the various symbol warning signs, and we believe that our recom- mendations will enable them to be fitted satisfactorily with reflecting lenses. The arrangements of lenses which we recommend are shown in diagrams 1A, 2A, etc., in Appendix VI. The reflecting lenses should never be fitted outside the boundaries of the black on white symbol.
Letters of not less than 3 in. in height can be fitted with reflecting lenses to give reasonable legibility at night when viewed in the light of vehicle head-lamps. On some signs it is not possible to use a minimum size of 3 in. letter without making the over-all size of the sign unduly large, but where practicable our recommendations provide for the using of letters of not less than 3 in. in those words or figures which convey the essential message of the sign.
If not directly illuminated, the red disc over prohibitory signs, the red ring over mandatory signs, the red triangle over warning signs and the triangle and ring symbol over the “Halt” and “Slow” signs, should be fitted with red reflecting lenses. The amount of light reflected by red lenses is considerably less than that reflected by clear lenses of equal quality, but we consider that the striking effect of the red colour is of primary importance.
We recommend that the British Standards Institution should be asked to prepare a specification for the optical properties of reflecting lenses for use in traffic signs. The intention of the Institution to do so was indicated in British Standard Specification No. 873—1939, but the matter has doubtless been delayed by the war.
The recommendations made above are based on the use of circular reflecting lenses, but provided the same reflected outline is obtained we see no objection to the use of other approved reflecting media.
Control of advertising
27. In our view it is most undesirable that advertising signs directly illuminated or fitted with reflecting lenses should be erected in the vicinity of roads in positions where they may distract the attention of drivers from traffic signs or may tend to be mistaken for traffic signs. Highway authorities or local authorities should be given greater powers in this direction than they have at present. Since the effectiveness of signs fitted with reflecting lenses depends upon their being so placed as to fall within the headlamp beam of vehicles on the road, there may easily be confusion of such signs with standard traffic signs. We consider it essential, therefore, that the use of reflecting lenses or other reflecting media in advertising signs should be prohibited.
Dimensions and lighting of posts on street refuges
28. Our attention has been drawn to the possibility of bollards at refuges being of such dimensions as unduly to restrict the vehicle driver’s view of other traffic, both vehicular and pedestrian, or to prevent pedestrians on the refuge, particularly children, from seeing approaching vehicles. We think it desirable that maximum dimensions should be specified for bollards on refuge islands, and make the following recommendations:
(a) The maximum width of the bollard (other than the portion incorporating an authorised “Keep Left” sign) should not exceed 12 in.
(b) The maximum height of the bollard (including any authorised “Keep Left” sign incorporated in it) should not be more than 4 ft. above the road level, except that, where the provision of a 24 in. × 18 in. “Keep Left” sign is authorised, a maximum height of 4 ft. 6 in. should be permitted. (c) The larger size of “Keep Left” sign (24 in. x 18 in.) should be used only in exceptional cases where specially authorised by the Minister. (See also paragraph 95.).
Recommendations on the subject of the lighting of posts or bollards on street refuges were made in 1937 in the Final Report of the Ministry of Transport Departmental Committee on Street Lighting. These recommendations are ‘reproduced in Appendix II of this Report. We endorse them, and would add our opinion that unless the standard of street lighting is such that the guard posts are clearly visible to traffic, they should be self-luminous.
Lighting of road excavations and obstructions
29. We are of opinion that in the interests of public safety, the method of marking and lighting road excavations and obstructions should be uniform over the whole country, and recommend that powers be sought by the Minister to enable this to be achieved by Regulation.
We consider that Regulations similar to those at present in force in the London Traffic Area (reproduced in Appendix III of this Report) would be appropriate for the purpose, subject to the provision that the maximum interval at which lamps should be placed along the length of the excavation or obstruction, parallel to the line of traffic, should be 20 ft. and not 12 ft., and that the warning notices required in certain circumstances by these Regulations should be placed at a distance of not less than 25 yards from the excavation or obstruction, instead of “at a distance of 25 yards or as near thereto as may be practicable.” Where a warning sign 1s required, that shown in diagram 43 of Appendix VI and referred to in paragraph 65 should be used.
Signposting of dual carriageways
30. The mileage of dual carriageways in this country is likely to be greatly extended after the war. We are confident that the great majority of road users will conform to the traffic conventions of the dual carriageway system without compulsion, but for their safety it is necessary to legislate for the exception and to provide for the control of the direction of flow of traffic on dual carriage- ways by statutory Orders or Regulations. Mandatory and prohibitory signs must be erected to give notice of the effect of these statutory provisions. The procedure for applying these provisions should be made as simple as possible, and we therefore recommend that Regulations similar in form to the London Traffic (Dual Carriageways) Regulations, 1938, reproduced in Appendix IV, should be applied over the whole country. We further recommend that:
(i) The words “dual carriageway” should appear only on authorised signs used in connection with dual carriageways upon which, by virtue of an Order or Regulation, vehicles are permitted to travel in one direction only. These signs should be erected only at places approved in writing under the hand of an officer of the Department.
(ii) Statutory Orders or Regulations of this nature should provide for the erection of appropriate signs in such positions that drivers entering the dual carriageway from any contiguous highway should be able to see the words “dual carriageway” on at least one sign.
(iii) To avoid unnecessary multiplication of signs, the use of the words “dual carriageway” should be authorised, subject to the safeguard enumerated under (i) above, on approach direction signs where this course is appropriate and practicable (see paragraph 117 and diagrams 87 and 88). In other cases it may be necessary, in order to comply with (ii) above, to use the sign “Dual Carriageway Ahead” recommended in paragraph 135 and shown in diagram III.
(iv) In general, the use of the words “dual carriageway” on informative signs should be reinforced by appropriate mandatory or prohibitory signs, e.g. “Keep Left,” “Turn Left,” or “No Entry.”
The other signs on which we recommend the use of the words “dual carriageway” are shown in diagrams 66 and 68 of Appendix VI.
Where two one-way carriageways diverge so far from each other as to become in effect two separate one-way roads, and where the land between the carriageways is maintained as other than part of the public highway, these lengths of road should be treated as s@parate one-way roads and not as parts of a dual carriageway. In these circumstances, the signs appropriate to one- way streets or roads should be used.
Temporary alternating one-way traffic
31. We are of opinion that where some temporary restriction of the carriageway width (e.g. because of road repairs) makes it necessary to work alternating one-way traffic, the appropriate authorised signs for control of traffic have not been used as frequently as is desirable. It should be obligatory on any body or person desiring to carry out works within the limits of a highway to advise the highway authority in advance, and highway authorities should have powers to require the body or person carrying out the works to use at choice either authorised “Stop” and “Go” signs (paragraph 99) or authorised temporary traffic signals (paragraph 177) in such numbers and positions as the highway authority, after consultation with the police, consider to be necessary in the interests of traffic safety and convenience. We recommend that the existing powers of highway authorities in this connection should be reviewed and strengthened as may be necessary.
Traffic Orders under Towns Police Clauses Act, 1847
32. Our attention has been drawn to a number of specially authorised prohibitory and mandatory signs giving notice of the effect of Orders made under Section 21 of the Towns Police Clauses Act, 1847. That section provides for the making of “Orders for the route to be observed by all carts, carriages, horses and persons and for preventing obstructions of the streets in all times of public processions, rejoicing, illuminations, and in any case when the streets are thronged or liable to be obstructed ...” It has been decided in the Courts that where congestion is chronic, Orders may be made applicable on every day of the week. The Act makes no provision for public advertisement or for the hearing of objections by interested parties, and the Orders do not require confirmation by any higher authority. We are of opinion that when a suitable opportunity occurs, the Minister should introduce legislation limiting to special and temporary occasions and circumstances the exercise by highway authorities of the powers under the Act to make Orders for the route to be followed by traffic.
The supply of traffic signs by persons or bodies other than highway authorities
33.. The provision, erection and maintenance of traffic signs is primarily the duty of the highway authorities, but the authorisation given to highway authorities to use or permit the use of signs supplied by certain approved organisations, viz. the Royal Automobile Club, the Royal Scottish Automobile Club, the Automobile Association and the Cyclists’ Touring Club, has worked well in practice and has been of particular value in connection with direction signposting, and we recommend that it be continued. It should be made quite clear, however, that this authority extends only to informative and warning signs and on no account to prohibitory or mandatory signs. (See also paragraph 35 on temporary direction signs.)
The supply by commercial firms of traffic signs incorporating advertising matter should not be permitted.
We have not thought it appropriate for us torecommend whether responsibility for the supply and erection of approved bus stop signs should rest with highway authorities or with transport undertakings, but we see no objection to the transport undertakings providing and erecting these signs, subject always to the consent of the highway authorities.
Badges on traffic signs provided by approved organisations
34. The 1933 Committee recommended that approved organisations should be permitted to display their badge on signs which they supply and should be allowed their own choice of colour or colours for the badge and its immediate background. That recommendation and the detailed recommendations (reproduced in Appendix V of this Report) made about the positioning of the badge on the sign were accepted by the Minister. We agree with these recommendations.
Temporary direction signs provided by approved organisations
35. We consider that the authorisation permitting the erection of temporary direction signs supplied by the approved motoring and cycling organisations for the temporary diversion of traffic during road repairs, or for the direction of traffic on special occasions such as exhibitions, football matches, race meetings and so on, serves a useful purpose and should be continued. These signs are of a suitable size to incorporate lettering not exceeding 6 in. in height, and may be of the colour or colours adopted by the organisation supplying them, and may bear the badge of that organisation. We desire to emphasise, however, that they should only be used by, or with the consent of, the highway authority, that their use should be strictly limited to temporary occasions involving the special routeing of a substantial volume of traffic, and that they should be removed immediately the particular need for them has passed. In appropriate cases the police should be consulted about the route or routes over which traffic should be directed on these occasions.
(B) WARNING SIGNS
Use of symbols on warning signs
36. In Appendix VI of this Report diagrams 1 to 46 illustrate warning signs at present authorised for general use, and new or amended warning signs which we recommend should now be adopted. These signs are reviewed in detail in paragraphs 37 to 67. So far as warning signs incorporating symbols descriptive of the hazard to be apprehended are concerned we see no reason, save in exceptional cases, to alter their present over-all dimensions, or to vary the relative importance of the symbol and the explanatory lettering. We consider that generally the symbol should remain the more important feature. In certain cases where the lettering gives additional information of special value to road users (e.g. in “Low Bridge” signs where the available headroom is specified), we recommend that the size of the letters be increased to 3 in. so that reflectors may be fitted to them.
In paragraph 26 we referred to difficulties which had been experienced in obtaining a satisfactory reflected outline of some symbols by the use of reflecting lenses, and to experiments which we had caused to be made in an attempt to overcome these difficulties. As a result of these experiments our recommendations in the following paragraphs provide for modification of some of the symbols.
Cross Roads
37. The cross roads sign which we recommend is shown in diagram 1. It differs from that now used only in that the length of the arms of the symbol has been increased. Diagram 14 shows the recommended arrangement of reflecting lenses. The sign should not be used where direction signs clearly visible to approaching traffic give adequate warning of the existence of the junction.
Roundabout
38. The recommended roundabout sign shown in diagram 2 is similar to that now used, but the thickness of the curved arrows in the symbol has been increased. Diagram 2a shows the recommended arrangement of reflecting lenses. The.sign should not be used where approach direction signs of the type shown in diagram 84 give to approaching traffic adequate warning of the existence of the roundabout.
Slow—Major Road Ahead
39. We recommend the “Slow—Major Road Ahead’ sign shown in diagram 3. It differs from the existing sign in that the over-all height of the plate has been increased by 1 in. and the triangle in the symbol surmounting the sign has been inverted to have its apex downward. We have mentioned in paragraph 13 that the latter alteration has been made to accord with International practice. Diagram 3a shows the recommended arrangement of reflecting lenses.
Road Junction
40. We recommend the road junction signs shown in diagrams 4, 5 and 6. As compared with the existing signs, the arms of the symbols have been lengthened and their ends finished square. Diagrams 4a and 5a show the recommended arrangements of reflecting lenses. The signs should not be used where direction signs, clearly visible to approaching traffic, give adequate warning of the existence of the junctions.
Bend and Double Bend
41. For the reasons given in paragraph 13 we recommend that the sign shown in diagram 7 and the existing “Double Bend” sign employing the same symbol should be replaced by those shown in diagrams 9, 10, 12 and 13 as soon as it is found possible to modify this country’s commitments under the Paris 1926 Convention.
Until such time as it may be possible to take action on the foregoing recommendation, we recommend that the form of the agreed International symbol shown in diagrams 8 and 11 should be used in preference to the existing symbol shown in diagram 7.
Diagrams 8A, 9A and 12A show recommended arrangements of reflecting lenses.
Bends
42. There are roads on which bends occur so frequently as to make it undesirable to erect a sign at each individual bend. In these circumstances we recommend the use of the sign shown in diagram 14. The length of road to which any one sign relates should not exceed 2 miles, and the sign should be used only where specially authorised by the Minister.
Large reflecting arrows
43. We understand that at a small number of what are considered to be particularly dangerous bends authority has been given for the erection of large reflecting arrows up to 18 ft. or so in length. For the reasons given in paragraph 12 we are strongly of opinion that use of such abnormal indications of a danger point should not be permitted in future.
Unguarded level crossing
44. The sign recommended for a level crossing without gates i is shown in diagram 15. We have modified some of the details of the symbol so that when fitted with reflecting lenses as shown in diagram 15A, a more distinctive reflected outline is obtained at night.
Guarded level crossing
45. We do not recommend any change in the existing sign for a gated level crossing as shown in diagram 16. The recommended arrangement of reflecting lenses is shown in diagram 16a.
Steep Hill
46. We consider that it would be helpful to the road user if the steep hill warning sign were to indicate the steepness of the hill. We therefore recommend the sign shown in diagram 17, on which the words “Hill, 1 in ———.” (the maximum gradient being specified) are substituted for the words “Steep Hill” on the existing sign. The size of the symbol has been increased slightly so as to facilitate the fitting of the number of reflecting lenses shown in diagram 17A.
The degree of “steepness” considered by highway authorities to justify the use of the “Steep Hill” sign differs very much. We are of opinion that uniformity of practice is desirable in this matter and therefore recommend that the sign should be used only where the gradient exceeds 1 in 15.
Low Gear for Miles
47. At a number of steep hills where exceptionally severe gradient and/or exceptional length make conditions particularly hazardous, the addition, below the standard “Steep Hill” sign, of a plaque bearing the words “Engage Low Gear” has been authorised, as has also the use of signs giving the length of the steep hill. We recommend that in future in place of those signs one standard sign, shown in diagram 18, and reading “Low Gear for Miles” should be authorised for specific sites where the Minister considers the additional warning necessary.
School
48. We do not recommend any change in the existing school sign shown in diagram 19. The recommended arrangement of reflecting lenses is shown in diagram 19A.
Children
49. Our attention was drawn to a number of signs which have been specially authorised for use at places, other than at schools, where it is desirable to warn the road user of the presence of children, e.g. in the vicinity of recreation grounds. We consider that the “torch” symbol on the “School” sign is now associated in the minds of most road users with the need for caution because of the likely presence of children, and we therefore recommend its use in the “Children” sign shown in diagram 20. This sign should be used in circumstances of the nature referred to in the first sentence of this paragraph
Road Narrows
50. We do not recommend any change in the existing “Road Narrows” sign shown in diagram 21. The recommended arrangement of reflecting lenses is shown in diagram 214.
Tram Pinch Point
51. The 1933 Committee did not consider it necessary to recommend a sign to indicate a “pinch point” where the width of carriageway between kerb and tramway lines is not sufficient to permit of the safe passage of vehicles of normal width. While these sites are not very numerous and are gradually being reduced in number, we consider that the danger to which they give rise is such as to justify the authorisation of a special sign, and we therefore recommend the introduction of the sign shown in diagram 22.
Single Track Road
52. A warning sign reading “Single Traffic Road, Passing Places Provided” has proved of much value on single track roads in the Scottish Highlands. In our view there is scope for a sign of this type in other parts of the country, and we recommend the general authorisation of that shown in diagram 23 In lieu of the existing sign.
Narrow Bridge
53. Diagram 24 shows the existing narrow bridge sign. The essential warning to be conveyed to the driver is that the carriageway becomes narrower ahead of him, and we consider that the same symbol as appears on the “Road Narrows” sign (diagram 21) is appropriate to this situation. We therefore recommend the sign shown in diagram 25 in place of that shown in diagram 24.
Single Line Traffic
54. Cases may arise where it is not immediately obvious to the drivers of approaching vehicles that the width of carriageway on or under a narrow bridge is insufficient to take more than one line of traffic. In these circumstances we recommend the special authorisation of the sign shown in diagram 26 for display under the standard “Narrow Bridge” sign.
Hump Bridge
55. The 1933 Committee considered that the sign shown in diagram 24 should also be used to indicate hump-back bridges. This was not found satisfactory in practice and a separate sign, shown in diagram 27, was later authorised. In the sign which we now recommend, shown in diagram 28, we consider that the amended symbol is more indicative of the nature of the danger to be expected than is.the existing symbol in diagram 27. The recommended arrangement of reflecting lenses in 1 the new symbol is shown in diagram 28a.
Low Bridge
56. Two low bridge signs, diagrams 29 and 30, were authorised by the 1933 Provisional Regulations. In 1939 additional signs similar to those shown in diagrams 31, 32 and 33 were authorised for general use. We consider that low bridge signs should always specify the actual headroom available over the central 10 ft. width of the carriageway and we therefore recommend that the authorisation of the signs shown in diagrams 29 and 30 should be withdrawn. We recommend the signs shown in diagrams 31, 32 and 33, which differ from the existing signs only in that the detail of the symbol has been modified and the size of some of the lettering has been increased to 3 in. to facilitate fitting of reflecting lenses. Diagram 31A shows the recommended arrangement of reflecting lenses on the low bridge symbol.
The sign shown in diagram 33 is intended to be erected on a minor road, at the approach to a more important road, to indicate the existence of a low bridge some distance along the latter. We consider that in special cases the sign could also be erected on a major road at the junction with a minor road on which a low bridge is situated, but only at sites specifically approved by the Minister.
We recommend no change in the sign shown in diagrams 34 and 34A.
Swing Bridge
57. We consider it desirable that one standard warning sign should be authorised for use at opening bridges of all types and recommend that it be of the form shown in diagram 35. We have adopted the term “Swing Bridge” in preference to “Opening Bridge” because we considered that the former would convey to the average road user a clearer indication of the nature of the danger to be apprehended.
Gates Closed
58. Where a supply of illuminant is available and traffic conditions justify its installation, we consider that there should be added beneath the standard swing bridge sign a sign (diagram 36) on which the words “Gates Closed” in red letters can be made visible by internal illumination controlled by the bridge operator.
Fords
59. We are of the opinion that warning of fords on public roads should always be given and for this purpose we recommend the sign shown in diagram 37.
We recommend the use of a similar sign bearing the words “Deep Ford” where the Minister is satisfied of the need for its use in specific cases.
Diagram 38 shows a sign “Caution, Deep Ford” which has been generally authorised for use on advance direction signs. In our view the signs already recommended in this paragraph are adequate for the purpose and we recommend that a warning on advance direction signs should only be authorised in exceptional circumstances.
Depth gauges at fords
60. We also think it desirable that at all fords on public roads, in addition to the above warning signs, depth gauges should be provided. Section 24 of the Highways Act, 1835, requires highway authorities in England and Wales to erect graduated stones or posts at parts of highways subject to deep or dangerous floods, and is still in force, but we consider that more specific direction in this connection is required. We recommend that at the first suitable opportunity the Minister should promote legislation making it obligatory on authorities or persons responsible for the maintenance of public roads to provide and maintain depth gauges at all fords on them.
Animals
61. The 1933 Committee did not recommend any signs giving warning of danger from animals on the road, but since then several signs of this character have been generally authorised, e.g. “Beware of Sheep,” “Unfenced Road, Beware of Sheep,” and similar signs for Cattle and Ponies. We are of opinion that particularisation of this character is unnecessary and we recommend the authorisation of one standard sign “Unfenced Road—Beware Animals” (diagram 39).
If in exceptional cases a warning sign is required on a length of fenced road, a sign bearing the words “Wandering Animals” should be specially authorised.
We are strongly of opinion that responsibility for giving warning, of danger from animals crossing a road (say from fields to a farm building), or from animals being led or driven along a road, should continue to rest on the person or persons in charge of them and that no warning signs should be necessary. This principle should apply in the case of hounds, young horses and race-horses, for which special signs have on occasion been authorised.
Safety posts
62. A sign consisting of a circular disc, 6 in. diameter, bearing fourteen ¾ in. diameter reflecting lenses, is useful for indicating the limit of the carriageway at points where drivers might be in doubt. The sign should be erected at a height of about 3 ft. 6 in. above the carriageway level, either on black and white posts as shown in diagram 40, or on telegraph poles, walls, bridge parapets or other erections close to the carriageway, and should show to approaching traffic red lenses on the near side edge of the carriageway and clear lenses on the off-side edge. We recommend continued use of these signs. The disc on which the lenses are mounted should be white.
Gate Across Road
63. We recommend the sign “Gate Across Road” shown in diagram 41.
Signals Ahead
64. The sign “Signals Ahead” shown in diagram 42 was recommended by the 1933 Committee for use where special site conditions render the warning necessary. We recommend its continued use where specially authorised by the Minister. (See also paragraph 178.)
Road Works Ahead
65. We recommend the sign “Road Works Ahead,” shown in diagram 43, in place of the similar but smaller sign now authorised. In certain circumstances its use should be obligatory—see paragraph 29 dealing with the marking and lighting of road obstructions, and clause 17 of Appendix III.
Pedestrian Crossing Ahead
66. We recommend that the existing sign “Pedestrian Crossing Ahead” shown in diagram 44 should continue to be the subject of special authorisation in each case. (See also paragraph 182.)
Two-Way Road
67. A possible source of danger at the junction of a “one-way” carriageway with a “two-way” carriageway (e.g. where a dual carriageway road contracts into a single carriageway road) lies in the fact that drivers of vehicles proceeding from the “one-way” to the “two-way” carriageway may not immediately be aware of the altered traffic conditions. We recommend the authorisation of the signs shown in diagrams 45 and 46 for use at these points. The word “street” should be substituted for “road” where appropriate. Diagram 45a shows the recommended arrangement of reflecting lenses.
Aircraft and Troops
68. A few signs have been authorised under peace-time conditions warning traffic of danger arising from the proximity of troops or aircraft. We do not consider it appropriate that signs should be erected for this purpose. It is our view that where there is potential danger from such a cause, the responsibility for ensuring that adequate steps (not involving the erection of signs) are taken to safeguard road users on public highways must rest with the Military Authorities or with the persons responsible for the operation of the aircraft.
Signs for entrances to private premises
69. We share the view of the 1933 Committee that signs should not be erected on or near the highway for the purpose of indicating to road users the proximity of entrances to works or other premises abutting on the highway, and that it is the duty of the owners of such premises to take such steps as may be necessary to ensure that persons or vehicles leaving them are not themselves endangered and do not endanger other users of the highway.
Three signs not warning signs
70. We are of opinion that three signs which are at present generaliy authorised as warning signs, viz. “Hospital” (diagram 104), “Keep to nearside lane except when overtaking” (diagram 105) and “No through road” (diagram 106) should properly be regarded as informative signs. We therefore recommend (paragraphs 129, 130 and 131) that they should not be surmounted by the red triangle.
Flashing beacons
71. The 1933 Provisional Regulations authorised the use of two types of “flashing” beacon warning signs—temporary beacons of the type used by the Metropolitan Police, and permanent beacons placed centrally at dangerous junctions. The temporary beacons serve a useful purpose and we recommend their continued authorisation, but permanent flashing beacons have not proved satisfactory in use and we recommend that authorisation of them should be withdrawn.
General principles governing design of warning signs
72. In the preceding paragraphs we have reviewed warning signs in some detail but we appreciate that signs other than those we have mentioned have been and will be required from time to time. We therefore think it desirable to make the following observations as to the principles which should normally govern the design of any additional signs which may be required.
(a) Warning signs (other than portable temporary signs), whether authorised for general use or for use at specific sites only, should be surmounted by the standard red triangle.
(b) The red triangle is the recognised symbol giving warning of potential danger, and the word “Danger” should never appear on a traffic sign.
(c) Special signs designed to meet special requirements should conform as closely as possible to the pattern laid down for standard signs with respect to a symbol (if appropriate) and the size of letters. New symbol signs should not be introduced unless their meaning can be understood at a glance. Where no symbol is used, or where some additional warning is added on a plate underneath a standard sign, the letters should be not less than 3 in. or more than 4 in. high.
(C) PROHIBITORY SIGNS
Meaning of term
73. Under this heading are included all traffic signs which indicate that the use of a highway by all, or any particular class of, vehicular traffic is prohibited, or is subject to some restriction such as a limitation of speed or weight, or prohibition of travel in a specified direction. Prohibitions and restrictions of this kind may be imposed by legislation, or by Orders made by highway authorities and confirmed by the Minister of War Transport, or alternatively, in some urban areas, by Orders made by the local authority under genera! or local Acts, which Orders may or may not require confirmation by a central Department. Prohibitory signs cannot properly be erected unless some statutory power to restrict the use of a highway has first been exercised by the appropriate authority.
Signs adopted by Geneva 1931 Conference
74. We have already mentioned that the Geneva 1931 Conference agreed the general principle that prohibitory signs should be circular in shape and that the colour red should predominate. The signs adopted by the Conference in accordance with this principle consist of a red ring surrounding a symbol indicating the nature of the prohibition or restriction, except in the case of the “No Entry” sign which consists of a red disc with a horizontal white bar.
The signs used in this country to give notice of prohibition or restriction of waiting (diagram 60) and to define areas subject to a 30 m.p.h. speed limit (diagram 53) are similar to the corresponding signs adopted by the Geneva 1931 Conference. In paragraph 78 we recommend the adoption of a new ‘“No Entry” sign (diagram 48) formed by superimposing the words “No Entry” on the sign agreed by the Conference. As far as the other prohibitory signs agreed by the Conference are concerned, we share the view of the 1933 Committee that they are not appropriate for use in this country, where Orders commonly apply prohibitions or restrictions to more than one class of vehicle and may make exceptions for access to land or premises served by the roads in question.
Red disc
75. Prohibition of the use of highways by vehicles of various classes is indicated in Great Britain by a red disc surmounting a rectangular plate on which the nature of the prohibition is shown in black letters on a white ground. We recommend the retention of this form of sign as shown In diagram 52.
Red ring
76. Where, under statutory powers, some restriction (not amounting to prohibition) is imposed on the use of highways by all vehicles, or by specified classes of vehicles, e.g. a restriction on speed (other than the 30 m.p.h. speed limit imposed under the Road Traffic Act, 1934), the sign used consists of a hollow red ring surmounting a rectangular plate on which the nature of the restriction is shown in black letters on a white ground. We recommend the retention of this form of sign as shown in diagrams 56 and 58.
Detailed review of prohibitory signs
77. Diagrams 47 to 61 in Appendix VI illustrate prohibitory signs at present authorised, and new or amended prohibitory signs which we recommend for adoption. These signs are reviewed in detail in paragraphs 78 to 83.
No Entry
78. Diagram 47 shows the existing standard sign prohibiting entry to a one-way street. In our view, this sign is not sufficiently conspicuous and arresting, as is evidenced by the frequency with which drivers quite unwit- tingly fail to observe it. We therefore recommend that it should be replaced by the sign shown in diagram 48, the larger form of the sign being used wherever practicable. We do not consider it necessary that the vehicle driver should be.informed of the reason for the prohibition of entry, and the new sign, in addition to being more arresting, has the advantage that it will also supersede a number of “No Entry ” signs of varied design previously authorised where the sign “No Entry, One-way Street” was not appropriate.
We consider that the importance of the “No Entry” sign justifies us in recommending that at a junction where entry to a road is prohibited the sign should be erected on each side of the road to which it refers, unless in exceptional circumstances the Minister agrees to the omission of the second sign. This duplication seems to us to be particularly desirable because the “No Entry” sign is most frequently used in busy urban areas.
Diagram 49 shows a “No Entry” sign which has been authorised for use on advance direction signs relating to junctions at which.entry to a particular road is prohibited. It bears the words “No Entry” in white letters on a red panel in place of the usual panel bearing a route number and/or place name. We recommend its continued use in appropriate cases.
No Right Turn
79. We recommend the sign “No Right Turn” (or “No Left Turn”) shown in diagram 50. In conformity with the recommendation made in paragraph 18 the lettering is black on a white ground instead of white on red as in the existing sign.
Prohibition of use of highways
80. Diagram 51 shows an existing sign prohibiting the use of a length of road by vehicles in excess of a specified weight. We recommend retention of the general form (red disc over a rectangular plate on which the nature of the prohibition is shown) but we consider it desirable that on new signs of this type and on replacements of existing signs there should be introduced such simplification of the wording as is possible without impairing the effectiveness of the sign, and as will at the same time give increased legibility. The following suggestions (to which, we understand, there is no legal objection), indicate the kind of simplification and re-arrangement we have in mind:
(a) The citation of the enactments under which the Order or Regulation has been made need not appear on the sign.
(b) The wording “All vehicles of a total laden or unladen weight exceeding tons prohibited” could be replaced by “Maximum weight tons” or “Weight limit tons.” :
(c) The words “Gross weight” might in appropriate cases be used in place of “Laden or unladen weight.”
(d) Where the Order or Regulation makes provision for exceptions in the cases of specified vehicles, the sign should detail these exceptions, but the statement should be made as simple and concise as possible.
Diagram 52 illustrates the application of our recommendations to the sign shown in diagram 51.
There was brought to our notice a sign worded “Heavy vehicles please do not use this road” which had been authorised on one occasion only. We recommend that no further signs of this nature should be approved. If there are adequate reasons why specified classes of vehicles should not use a particular road, effect should be given to them by formal Order or Regulation and signs of the standard form erected.
Speed limits
81. Diagrams 53, 54 and 55 show the signs authorised in connection with the 30 m.p.h. speed limit imposed in “built-up” areas by the provisions of the Road Traffic Act, 1934. The sign shown in diagram 53 is erected on both sides of the road at the beginning of the restricted section. The sign shown in diagram 54 is erected on the reverse side of that shown in diagram 53 to indicate the end of the restricted section to traffic leaving that section. The sign shown in diagram 55 is erected at intervals along sections of road provided with a system of street lighting, but on which no 30 m.p.h. speed limit is in force. We recommend no change in these signs.
Diagrams 56 and 57 show the types of sign used to give notice of special speed restrictions other than the 30 m.p.h. restriction in built-up areas. As in the case of the signs discussed in paragraph 80, we consider that the notice should be in the simplest possible form consistent with adequate display of the requirements of the Order or Regulation. In addition to the recom- mendations made on this point in paragraph 80, we recommend that where a restriction of speed is imposed (other than the general 30 m.p.h. limit) the extent of the restriction should be indicated either on the restricting sign by the use of the words “across bridge,” “through park,” etc., or by the erection at appropriate points of an informative sign “End of m.p.h. limit” (diagram 59). Diagram 58 shows the application of our recommendations to the sign shown in Diagram 57.
Where signs of the type shown in Diagram 56 have been erected to give notice of restrictions imposed under bye-laws made by the Secretary of State for War, it has been customary to display the words “War Department” the red ring. We consider this undesirable, as it may give rise to the erroneous impression that the restriction applies to War Department vehicles only.
Prohibition or restriction of waiting
82. The sign agreed by the Geneva 1931 Conference to indicate prohibition of waiting consists.of a red ring surrounding a blue disc with a diagonal red bar across the blue disc. In this country restrictions on waiting rarely provide for complete prohibition and the International sign would therefore seldom meet requirements. Present practice in Great Britain is based on the recommendations of the 1933 Committee which were, briefly, that the sign to be used to indicate restrictions on waiting should be a red ring surrounding a blue disc on which there should appear in white letters the nature of the restriction, or, if there were insufficient room to indicate this clearly, the words “Waiting restricted” should be shown on the blue disc and the details of the restriction displayed on a plate underneath. There has, in some instances, been a tendency to sacrifice clarity in order to avoid the necessity for an additional notice. In this connection we might mention a sign to which our attention was drawn, on which is inscribed on the blue disc “No waiting this side on Tuesdays, Thursdays and Saturdays between 10 a.m. and 8 p.m.” In addition, a notice underneath the disc reads “On other weekdays, goods vehicles must not wait longer than necessary to load or unload and other vehicles not longer than 20 minutes during any one hour.” This is perhaps an extreme case, but it illustrates the desirability of simplification.
A sign illustrated in the 1933 Committee’s Report is worded “No waiting this side on even dates.” We do not regard this sign as satisfactory, since the average driver may well hesitate while making up his mind whether the date is odd or even, and may thus cause delay and even danger to other traffic. In our view, signs intended to convey restrictions of this nature should read “No waiting this side to-day” (see diagram 60), and should be made movable and exhibited only on the side of the road to which the restriction applies. If additional signs are required to give notice of restriction of waiting on the side not subject to total prohibition, they also should be made movable and exhibited on the particular side of the road to which they apply. We recommend that where the use of the movable type of sign is not appropriate and where the necessary information cannot be displayed within the blue disc in letters of not less than 1¼ in. high so as to be readily legible from the driving seat of a motor vehicle, only the words “Waiting Restricted” should be shown on the disc and the details of the restrictions set out on a plate underneath the disc.
Signs controlling vehicular access to roads
83. Diagram 61 shows a sign “No reversing into street” which has been authorised for use in the County of London where the County Council have imposed a condition to that effect in giving consent under the Restriction of Ribbon Development Act, 1935, to the formation of a vehicle access to a public highway, or in giving consent to the establishment of a petrol filling station. It is intended to be displayed inside the premises to which access is given. Signs of the same form, reading “In Only” and “Out Only” have also been authorised for use in similar circumstances. In place of the latter signs we suggest the authorisation of two signs of the same type worded as follows :
(a) On one side the word “In” and on the reverse side the words “No Exit.”
(b) On one side the word “Out” and on the reverse side the words “No Entry.”
We see no objection to the extension of these authorisations to permit of the use of the signs where any competent authority makes consent to the formation of access conditional on their display.
Signs of prohibitory type not backed by statutory Order or Regulation
84. Signs surmounted by a red ring or triangle and worded “Drivers must not overtake” or “No overtaking on bridge,” have been authorised in the absence of a statutory Order or Regulation. In our view such cases should be dealt with only by an appropriate Order or Regulation and by the erection of standard signs. If statutory prohibition is not justified and standard signs (e.g. “Narrow Bridge” “Hump Bridge” or solid white line) are not considered to meet the requirements of the case, the signs used should be of a warning or informative character, and not prohibitory.
Signs indicating that parking is prohibited
85. Although the public enjoy a right of passage over highways, we understand that there is no common law or general statutory right of parking on highways. Local authorities, however, have powers by Order to authorise the use of parts of particular roads or streets as parking places. We therefore share the view expressed by the 1933 Committee that it should be assumed that parking on the highway is prohibited in the absence of a sign to the contrary, and that consequently it would be undesirable to authorise a sign prohibiting parking.
General principles governing prohibitory signs
86. The following observations summarise the principles which we consider should govern the design of new prohibitory signs:
(a) Signs prohibiting the use of the highway by specified classes of vehicles should be of one of the following types :
(i) Red disc surmounting a rectangular plate on which the prohibition is detailed in black letters on a white ground. (Diagram 50.)
(ii) Red disc with details of the prohibition displayed on the disc. (Diagram 48.)
(iii) Red ring surrounding a disc of another colour (blue being reserved for “waiting” signs only) on which particulars of the prohibition are displayed. (Diagrams 60 and 61.)
(b) Signs restricting the use of highways without imposing total prohibition of any class of vehicle, e.g. speed limits, should be surmounted, or surrounded, by a red ring. (Diagrams 53, 56 and 58.)
(c) Subject to the recommendations made later in this Report (paragraph 101) in respect of mandatory signs, the use of the types of signs detailed above should be restricted to cases where statutory powers to impose the prohibition or restriction have been exercised by the appropriate authority.
(D) MANDATORY SIGNS
Meaning of term
87. In this Report the term “Mandatory Signs” is taken as including all roadside traffic signs which make it obligatory for drivers of vehicles to take the particular course of action indicated by the signs. They fall into two main classes:
(a) Signs requiring traffic to follow a particular route or to keep to a particular part of the highway, e.g. “Turn Left, One Way Only” (diagram 62), and “Dual Carriageway, Keep Left of Islands” (diagram 65). With the exception of the “Keep Left” sign (diagram 69) used on island refuges and other obstructions in the carriageway, signs in this class can properly be erected only where the direction given by the sign is backed by an appropriate statutory Order or Regulation.
(b) Signs requiring traffic to halt, e.g. “Halt at Major Road Ahead ”’ (diagram 70) and “Stop, Children Crossing” (diagram 71). Signs in this class do not require the backing of a statutory Order or Regulation, but the conditions under which they may be erected are specified by the Minister, either in his formal authorisation of them or in complementary Directions issued by him under Section 48(1) of the Road Traffic Act, 1930.
Signs adopted by Geneva 1931 Conference
88. The Geneva 1931 Conference adopted only two signs coming within the category of mandatory signs. One of these indicates the presence of a frontier Customs post at which traffic must stop. A sign for that purpose is not required in this country. The other sign consists of a disc on which an arrow indicates the direction to be followed by vehicles in accordance with regulations. We considered whether we should recommend the adoption of this latter sign in this country, but came to the conclusion that an arrow by itself to indicate that traffic must proceed in a particular direction would not be satisfactory. In the signs shown in diagrams 62, 63 and 68 we recommend the use of the arrow to supplement the worded instruction.
Detailed review of mandatory signs
89. Diagrams 62 to 73 in Appendix VI illustrate the mandatory signs at present authorised, and new or amended mandatory signs which we recommend for adoption. These signs are reviewed in detail in paragraphs go to gg.
Turn Left, One Way Only
90. We recommend the sign “Turn Left, One Way Only” shown in diagram 62. It differs from the existing sign only in that for the reasons given in paragraph 18, the lettering is black on white instead of white on blue. The sign may be erected only where an appropriate statutory Order or Regulation is in force. A similar sign “Turn Right, One Way Only,” with the arrow pointing to the right, is also recommended.
Turn Left
91. Diagram 63. shows a “Turn Left” sign recommended for use where a statutory Order or Regulation requires traffic to turn left at_a junction, although the road entered is not subject to a one-way traffic Order. The over-all dimensions shown differ slightly from those of the existing sign, and, as recommended in paragraph 18, the lettering is black on white instead of white on blue.
Keep Left, One Way Only
92. Diagram 64 shows a sign “Keep Left, One Way Only” recommended for use in appropriate cases where one-way traffic working is imposed by a statutory Order or Regulation. Agajn the lettering is black on white instead of white on blue as in the existing sign.
Keep Left, Dual Carriageway
93. Diagram 65 shows an existing sign worded “Dual Carriageway, Keep Left of Islands,” intended for use at the ends of sections of dual carriageway. It may be used only where the direction of travel on the separate carriageways is governed by statutory Order or Regulation. We recommend that it be superseded by the simpler sign “Keep Left, Dual Carriageway” shown in diagram 66.
Turn Left, Dual Carriageway
94. Diagram 68 shows an amended sign which we recommend should replace the existing sign shown in diagram 67. It should be used only at junctions with a dual carriageway system where a left turn is obligatory on all traffic entering from the side road.
Keep Left
95. We recommend the “Keep Left” sign shown in diagram 69. It differs from the signs discussed in the preceding paragraphs in that it may be erected on island refuges and other obstructions in the carriageway at the discretion of the highway authority without the backing of a statutory Order or Regulation. We understand that in the past there has been some indecision whether the “Keep Left” sign is, in the words of Section 49 of the Road Traffic Act, 1930, “a sign for regulating the movement of traffic or indicating the route to be followed by traffic,” and consequently whether or not failure to conform to the indication given by an authorised “Keep Left” sign constitutes an offence under that Section. We desire to record our view, which is supported by legal opinion, that failure to conform to the indication given by an authorised “Keep Left” sign constitutes an offence under Section 49 of the Road Traffic Act, 1930. We recommend that highway authorities should continue to have discretionary powers to erect 12 in. × 9 in. “Keep Left” signs at appropriate places, but for the reasons given in paragraph 28 we recommend that the larger size of sign (24 in. × 18 in.) should be used only when specially authorised by the Minister.
The two signs recommended are similar to signs already authorised, except that for the reasons given in paragraph 18 the lettering is black on white instead of, as hitherto, white on blue.
Halt at Major Road Ahead
96. Asign “Halt at Major Road Ahead” was adopted on the recommendation of the 1933 Committee. In our view it has achieved considerable success in the promotion of road safety, and we recommend that, subject to inversion of the triangle within the ring over the sign (as shown in diagram 70) to accord with International practice, its use be continued under the conditions which have obtained since 1937, i.e. that individual signs may be erected only on the specific authorisation of the Department.
Stop, Children Crossing
97. Asign “Stop, Children Crossing” is authorised for use for the purpose of stopping vehicles to enable children to cross the carriageway. It may be used only:
(a) by persons authorised by the highway authority ; and
(b) between the hours of 8.30 a.m. and 5 p.m. or half an hour after sunset, whichever is later.
The sign is portable and is displayed only when children are actually crossing or about to cross. We support the continued use of a sign of this character, but recommend that an amended sign bearing the “torch” symbol as shown in diagram 71, be adopted.
Stop for Weight Check
98. A sign bearing the words “Stop, Road Traffic Officer” is authorised for use for stopping of vehicles for the purpose of having them weighed under the powers conferred by Section 27 of the Road Traffic Act, 1930. The sign may be used only during the hours of daylight and by persons specifically authorised by the highway authority. We consider that the term “Road Traffic Officer” does not indicate with sufficient accuracy the purpose for which the sign is being used, or the status of the officer using it, and we recommend that the existing sign should be superseded by that shown in diagram 72, worded “Stop for Weight Check.”
Stop and Go
99. Diagram 73 shows two sides of a reversible sign which we recommend should be authorised for use for controlling traffic where some temporary restriction of the carriageway width (e.g. because of road repairs) makes it necessary to work alternating one-way traffic. The sign 1s similar to one already authorised but the size of the letters has been increased to g in. and the over-all diameter to 36 in. When the sign is used during hours of darkness its illumination to a standard not less than is necessary to make it legible to persons of normal eye-sight at a distance of roof should be obligatory. Reference to this sign has already been made in paragraph 31.
Stop
100. Our attention has been drawn to a number of “Stop” signs which have been authorised for use at particular ungated level-crossings or opening bridges. They are mostly of the internally illuminated type where the illuminant is controlled by the crossing or bridge operator, and they only become legible when illuminated. They are additional to standard advance warning signs and are for special cases where it is necessary to indicate the point beyond which road traffic must not proceed while the bridge or crossing is closed to it. In paragraph 101(d) and (e) we make general recommendations on the subject of this type of sign.
General Principles governing mandatory signs
101. The following notes summarise the general principles which in our view should govern the design of mandatory signs.
(a) Signs which indicate that in conformity with a statutory Order or Regulation traffic must proceed in a specified direction should be surmounted by a red ring.
(b) The symbol of the red triangle within a red ring should be strictly reserved for “Halt at Major Road Ahead” and “Slow, Major Road Ahead” signs. Other signs requiring traffic to stop should not be surmounted by a symbol.
(c) Signs requiring traffic to stop (other than the “Halt” sign recommended in paragraph 96 and the “Stop” sign recommended in paragraph 99) and which are not intended to be illuminated internally, should be in black letters on a white ground, except that the word “Stop” may be in red letters.
(d) On special internally illuminated “Stop” signs for use at particular ungated level-crossings or opening bridges, either the letters or the background on the sign may be red. The words “Stop” or “Stop Here” should always be displayed. Provided that the clarity of the sign is not impaired, we see no objection to the display of additional explanatory words, e.g. “Train on Line” or “Gates Closed.”
(e) “Stop” signs should be displayed to traffic only during such time as the injunction is in force, and in appropriate cases should, therefore, either be made portable or so arranged as to be legible only when internally illuminated.
(E) INFORMATIVE SIGNS
Signs adopted by Geneva 1931 Conference
102. The Geneva 1931 Conference adopted the following informative signs:
(i) A square sign bearing the letter “P” in white on a blue ground, to denote a parking place. The sign now used for this purpose in this country is of this form. (See paragraph 103.)
(ii) A rectangular sign bearing an equilateral triangle in light colour on a dark ground, to indicate a need for caution on the part of drivers, e.g. when approaching a school. Explanatory lettering or a symbol may be added. In this country no distinction is made between types of warning signs.
(iii) A sign indicating the position of a first-aid post organised by an officially recognised association. It consists of a symbol (in Europe generally the Geneva Red Cross) in a white square on a dark ground, the whole being surrounded by a narrow white border. It seemed to us that the Geneva Red Cross would be an appropriate symbol for use on traffic signs indicating the proximity of any first-aid post or hospital, but we are advised that unless it were specifically sanctioned by the Army Council, such use would be an infringement of the Geneva Convention Act, 1911, and that in view of the terms of the Geneva Conventions of 1906 and 1929, to which this country subscribed, the Army Council is unable to sanction the general use of the Geneva Red Cross symbol on traffic signs. We understand that in peacetime the use of the Geneva Red Cross might be permitted on traffic signs indicating first-aid posts organised by one of the recognised voluntary aid societies (i.e. the British Red Cross Society, St. Andrew’s Ambulance Association and the Order of St. John) and reserved exclusively for free treatment of the wounded and sick, but would not be permitted on any other traffic sign. If there should be a desire for it, we see no objection to the authorisation of a suitably worded sign, bearing the Geneva Red Cross, for use in these circumstances. A “Hospital” sign is recommended in paragraph 129.
(iv) A rectangular sign bearing the name of the town or village close to which it is displayed. Any colour combination may be adopted provided red does not predominate.‘The signs used in this country are similar. (See paragraph 104.)
(v) A direction sign in the form of a rectangle with an arrow-head at one end, bearing one or more place names with or without distances. Any colour combination may be adopted provided red does not predominate. The signs recommended in paragraph 122 are of this form.
Parking place signs
103. Diagram 74 in Appendix VI shows the sign at present authorised to indicate an official parking place, i.e. one which is owned by, or under the control of, a local authority or other public body. If use of the parking place is subject to limiting conditions, these should be displayed on a notice fixed below the parking sign. We do not recommend any change.
The sign shown in diagram 75 may be used to indicate the way to an official parking place. We recommend no change.
Place name signs
104. Diagram 76 shows the place name sign authorised on the reconmendation of the 1933 Committee. Subsequently another form of place name sign, illustrated in diagram 77, was also authorised. In addition to the place name in the centre of the sign, it bears at the top the name and distance of the next place of importance ahead, and at the bottom the name and distance of the last place of importance behind. The latter sign is more widely used than the former, but we recommend the continued authorisation of both signs. The mileage distances shown should be those between the centres of the places named on the sign, not the distances measured from the site of the sign.
A few specially designed place name signs of an ornamental character have been authorised. We see no objection to the special authorisation of further signs of this character provided their form is not such as might lead to confusion with standard traffic signs.
Direction signs
105. Direction signs, by which are meant all traffic signs intended to give the road user information about the way to his destination, can conveniently be considered in two classes—“through” direction signs and “local” direction signs, and these classes are discussed in paragraphs 106 to 123 and paragraph 124 respectively.
Through direction signs
106. The 1933 Committee pointed out that no system of signs, however elaborate, can alone suffice to guide a driver from any place where he happens to be to any place to which he may desire to go, and that the selection of a route must ultimately be made by reference to a map. They expressed the opinion that when the driver has selected his route, a satisfactory system of traffic signs should provide him with the following information, though not necessarily on the same signs.
(i) Clear information in good time as to his proper route at places where he might otherwise be in doubt.
(ii) Confirmation from time to time that he has not deviated from his proper route.
(iii) Indication of the names of the places through which he is passing.
(iv) Information as to mileages.
They concluded, and we are in agreement with their conclusions, that a system of direction signs satisfying these requirements could not be based on the use of place names alone and that a system of route numbers for through traffic routes should be the basis of an improved system. They recommended the introduction of the present system of through direction signposting, using the numbers allotted by the Department to all classified roads.
That system has now been widely adopted throughout the country and has in our view proved itself satisfactory by the test of experience. Modifications of detail have from time to time been found desirable, and in the paragraphs which follow we recommend further modifications, but we consider it essential that the basic feature of the route number should be retained.
Route number signposting system should be more widely known
107. In order that the public may derive the maximum benefit from the system it is necessary that there should be general understanding of the principle on which it is based and of the meaning of the different signs employed. Much has already been done in this connection, but we consider that more definite measures to spread knowledge of the system are desirable. It is also important that accurate and up-to-date information about route numbers, including details of alterations and additions as they may be made, should be readily available to the public in convenient form. On these points we make the following recommendations :
(a) On all maps intended for road users the route numbers of all classified roads should be shown. This practice was already becoming general before the war, and we understand that it is the intention of H.M. Ordnance Survey to apply it as far as practicable to all maps to be published in future by that Department.
(b) There were obvious advantages in adopting for signposting purposes the existing comprehensive system of numbering which had been devised in connection with the Department’s scheme of classification of roads, but one drawback has been that changes of number require to be made for administrative and financial reasons connected with the classification scheme when no change is required for purely signposting purposes. The classification of roads is, we understand, reviewed annually, and while we do not suggest that two independent systems of numbering should be introduced, we recommend that if practicable, the alteration of route numbers for signposting purposes consequent on annual revisions of classification, should only be undertaken at intervals of, say, five years.
(c) At each periodic revision of route numbering, details of all alterations should be made known as widely as possible, e.g. by publication in the motoring and cycling journals. Consideration might also be given to the practicability of issuing through the Stationery Office a small pamphlet giving details of the alterations. By these means map owners would be enabled to keep their maps up to date. We understand that it is already the practice of the Department to circulate this information to H.M. Ordnance Survey, to commercial map publishing firms and to organisations of road users.
(d) A brief and simply worded statement (with diagrams) explaining what the route numbers mean, how to use them and how to read the signs on which they are shown, should be printed on maps, in future issues of the Highway Code, and in the various publications circulating among all those likely to-be concerned.
Classes of through direction signs
108. In items (i) to (iv) in paragraph 106 we have indicated the information which the road user should be able to obtain from a satisfactory system of through direction signs. The signs which meet the requirements of (i) and (ii) can be divided into three classes :
(a) Approach direction signs.
(b) Direction signs at junctions.
(c) Route identification signs.
Information about place names and mileages (items (iii) and (iv) in para- graph 106) can be given by the sign shown in diagram 77 and referred to in paragraph 104.
Approach direction signs
109. As the name suggests, approach direction signs are erected on the approach to the junction to which they relate, so that the driver when he enters the junction already knows in what direction his route lies and is able to concentrate his attention on traffic movement through the junction.
The signs consist basically of a number of panels, one for each road leading away from the junction, the direction of each road being shown by an arrow attached to the appropriate panel. Inside each panel is shown the route letter (A for Class I, B for Class II roads) and route number, together with the name of the next place of importance. Where a road is not of sufficient through traffic importance to justify classification, only the name of the place to which it leads is shown. The layout of the arrows and panels need not show an exact plan reproduction of the junction, but should give the driver an indication of the relative positions and directions of all the roads entering it. Where one of the roads is not of importance to through traffic, and it is desired to keep the size of the sign as small as possible, the relevant panel may be omitted, but the existence of the road should still be indicated by a short “stub” arm as shown in diagrams 80 and 81. Except in the special circumstances mentioned in paragraphs 113(iv), 115 and 116, not more than one panel should be shown for any one road.
Size of letters on approach direction signs
110. The 1933 Provisional Regulations stipulate that the letters and numerals of the route number on approach direction signs must be not less than 4 in. or more than 4½ in. high (except in the case of the signs shown in diagrams 83 and 91 where the size is 6 in. to 8 in.) and that the letters in the place name must be not less than 1½ in. or more than 2 in. high. Not more than one place name may appear in each panel. Our opinion that the route number must remain the basic feature of the system has already been stated, but the subsidiary place name is also of value, and we consider that it would be helpful to road users to increase the size of the letters used in the place name, particularly where it relates to an unclassified road and therefore stands alone. We recommend that the permitted range of letter size in the place name should be from 6 in. to 3 in. high and that the present range of 4 in. to 44 in. in theroute number should not be altered.
Place names on approach direction signs
111. The selection of the “next place of importance” for signposting purposes must depend on local conditions. It may be a large town, or in sparsely populated areas it may be a small village situated at an important road junction. It is important, however, that once a place name appears on the panel relating to a particular route, only that place name should be used on all intermediate signs until that place is reached. There should be consul- tation between adjacent highway authorities to ensure continuity in this respect.
Detailed review of approach direction signs
112. Diagrams 78 to 91 in Appendix VI illustrate the application of the system to a representative selection of junctions. They are reviewed in detail in the following notes.
Cross roads
113. (i) Diagram 78 shows an approach sign for a cross road on two Class I roads.
(ii) Diagram 79 shows an approach sign for a five road junction. It also illustrates the type of panel to be used to indicate an unclassified road. On existing signs panels relating to Class II roads bear white letters on a black ground. For the reasons given in paragraph 18 we recommend that black letters on a white ground, as shown in diagram 79, be used in future.
(ii) Diagram 80 again shows a cross road, but introduces two points of variation from diagram 78. The road leading to the left is of no through traffic importance and the panel has been omitted, but the short “stub” arm still informs the driver of the existence of a road in that position. The significance of the black and white chequer over the right-hand panel is that the road to the right leads to the classified road having the route number shown in the panel. This chequer panel should be used only for short connecting or spur roads.
(iv) Diagram 81 shows another approach sign for a cross road. The upper right-hand panel bears the route number of the road to the right. The lower right-hand panel, underneath the chequer, indicates that the road to the right also leads to the classified road shown in the lower panel. At present the additional chequer panel may be used only where the distance to the road shown in that panel is not more than half a mile. We recommend that the permitted distance should be increased to one mile. Except where specially authorised by the Minister (see paragraphs 115 and 116) not more than one chequer panel, in addition to the normal panel, should appear on one arrow.
(v) Diagram 82 1s for a staggered crossing. It should be used only where the distance between the two junctions does not exceed 70 yards.
(vi) The 1933 Provisional Regulations authorised the use of the sign shown in diagram 83 only where lack of space made impracticable the erection of the standard type shown in diagram 78. This sign has been little used, and the special conditions for which it was intended will now better be met by the sign recommended in paragraph 120 and shown in diagram 92. We therefore recommend that the authorisation of the sign shown in diagram 83 be withdrawn.
Roundabout
114. Diagram 84 shows an approach sign for a roundabout. It differs from the sign at present authorised only in that a short stub arm has been added to indicate the right hand section of the roundabout carriageway.
Ring roads
115. We consider it desirable to make special reference to approach direction signposting on ring roads round the outskirts of towns, as distinct from by-passes avoiding the urban area altogether. Where the responsible authorities have decided that it is desirable that through traffic should be directed along a ring road, we consider that the ring road should be signposted in the same way as other through routes, except that on the standard sign the words “Ring Road” could be substituted for the place name in the appropriate panels. If the ring road were classified the route number also would be shown. We appreciate, however, that on ring road signs the indication of the radiating through routes intersected by the ring road may help to divert traffic round it, and we consider therefore that in special cases signs of the type shown in diagram 85 should be authorised. It is important that the standard layouts be adhered to, the only permissible variations from standard being in the use of the words “Ring Road,” in the number of panels on one arrow, and in the waiving of the one mile limit for chequer panels. Only panels giving information likely to be of value to a reasonable proportion of drivers using the road should be shown. A multiplicity of panels defeats one of the primary objects of the signposting system—to give information at a glance.
By-pass roads
116. We are of opinion that by-pass roads should be signposted so as to encourage their use by through traffic. We therefore recommend that in appropriate cases the display of the name of the by-pass, the use of more than one chequer panel on one arrow, and the use of chequer panels to indicate road junctions at distances in excess of one mile, should be specially authorised. A sign of this type is shown in diagram 86.
Dual carriageways
117. (i) Diagram 87 shows the sign which we recommend for use on the approach to a crossing of a dual carriageway road where there is no baffle island at the crossing. The words “dual carriageway” should only appear on the sign if the direction of flow of traffic on the dual carriageway road is controlled by Regulation or Order as recommended in paragraph 90.
(ii) The sign shown in diagram 88 is recommended for use on the approach to a crossing of a dual carriageway road where there is a baffle island at the crossing. The words “dual carriageway” should only appear on the sign if the direction of flow of traffic on the dual carriageway road is controlled by Regulation or Order as recommended in paragraph 30.
(iii) Diagram 89 shows the approach sign recommended for use on a dual carriageway at a junction where a baffle island is placed in the central reservation to prevent direct crossing between the two side roads. Both this sign and that shown in diagram 88 should also be used where, in addition to the baffle island in the central reservation, baffle islands are placed across the side roads as shown in diagram 4 attached to Memorandum No. 575 (Layout and Construction of Roads) issued by the Department in 1943.
Flyover junctions
118. It is probable that in the future a number of junctions of the “flyover” type will be constructed. The layout of the arrows and panels. on signs for these junctions will be governed by the actual site layouts, and while we do not suggest a scale reproduction of the site plan on the sign, we consider that the signs should indicate not only the direction of travel at the point of divergence from the main carriageway but also the ultimate direction of travel if a crossing over or under the main carriageway is involved. Diagram go shows a sign of this type where a side road forks left and then turns right over the main road.
“Y” junctions
119. The sign shown in diagram 91 may be used to indicate “Route ——— fork left (or right)” on the approach to a “Y” junction where the other branch of the “Y” is not of any importance to through traffic. It should not be used to indicate “Route, ——— turn left (or right)” or “Route ———, straight on.” The direction of the arrow should either be half left or half right as appropriate.
Approach sign where space restricted
120. One factor which has prevented the complete approach signposting of some routes has been the impossibility of erecting signs of the standard form in the restricted width available between the edge of the carriageway and the highway boundary. Although these conditions are not confined to congested urban areas, it is there that they are most frequently found. The result has been that in places where approach direction signs would be of the greatest value they have not been erected. To meet this situation we recommend the authorisation of the sign shown in diagram 92, to be used where space restriction prevents the use of the type of sign shown in diagram 78. The new sign retains the essential features of the existing system, viz. the route number in a rectangular panel, and an arrow indicating the direction of each road at the junction.
Coloured surround on approach signs in town areas
121. In towns it is frequently necessary to erect approach direction signs over narrow footpaths and against a variegated background of buildings, shop fronts and advertisements. We are of opinion that in these conditions the standard black and white sign is in many cases not sufficiently conspicuous and we considered by what means additional conspicuity could be achieved.
We came to the conclusion that the best solution of the problem is to retain the black and white panels for maximum legibility, but to place them against a coloured background or surround.
As the result of an inspection of signs with different coloured backgrounds erected in typical urban surroundings, we recommend that on approach direction signs of the types shown in diagrams 78 to 92 inclusive, yellow colour should be adopted for this purpose. We are conscious that objections to this proposal may be raised on the score of amenity but we consider they should be largely met by the selection of a suitable shade, and in any event we consider that the overriding consideration must be the safety of traffic. The object is to minimise the delay and possible danger caused at busy junctions by the driver in doubt as to his route. We sought the views of the Royal Fine Art Commission and the Royal Fine Art Commission for Scotland as to the shade of yellow colour which would be least harmful to amenity without sacrifice of conspicuity. Both Commissions suggested the adoption of a light chrome shade, and we recommend that the British Standards Institution be asked to schedule a suitable colour in the British Standard Schedule of Colours for Ready-Mixed Paints (B.S.S. No. 381—1930).
The need for the coloured “surround” only arises where there is a built-up background, and it is in our view important that its use should be restricted to town areas. We had in mind that if this restriction is to be effective the: roads on which the use of colour should be authorised must be defined by reference to some factual standard which, for administrative reasons, must be simple to assess. We therefore recommend that the use of a yellow background on signs of the type shown in diagrams 78 to 92 should be authorised only in respect of signs erected at or near road junctions which satisfy both the following conditions :
(a) The junction is situated within the administrative boundaries of a County Borough, Borough or Urban District in England and Wales, or of a Burgh (large or small) in Scotland; and
(b) There is provided on any of the roads entering the junction a system of street lighting furnished by means of lamps placed not more than 200 yards apart.
The line of demarcation is necessarily arbitrary, but we believe it represents a satisfactory compromise between precise definition of town areas and administrative practicability.
Direction signs at junctions
122. At complex junctions, e,g. at roundabouts or dual carriageway crossings, and at junctions in urban areas where the driver’s view of the approach signs may be obscured by standing vehicles, it is frequently desirable to supplement the approach signs with direction signs erected at the junction to point along the particular roads to which they refer. For this purpose we recommend the signs shown in diagrams 93, 94 and 97. The signs in diagrams 93 and 94 are similar to signs already authorised, but allow greater latitude in size of letters than the existing signs. The unclassified road sign (diagram 97) is already authorised. The chequer marking in diagram 94 has the same significance, and should be employed in the same circumstances, as the chequer markings referred to in paragraphs 114 (iii) and (iv). We recommend that the signs shown in diagrams 95 and 96, authorised by the 1933 Provisional Regulations, should now be withdrawn.
Route identification signs
123. Route identification signs are intended to give the driver the information stated to be desirable in paragraph 106 (11), viz. “Confirmation from time to time that he has not deviated from his proper route.”
Diagram 98 shows a route identification sign for a Class I Road. It should be erected at intervals along the road. Signs for Class II roads should also be in black letters on a white ground in place of white on black as hitherto.
Diagram 99 shows a route identification sign to indicate that the road on which it is erected leads to the classified road or roads shown under the chequer marking. Where the road leads to more than one classified road, two or more panels may be arranged vertically under the one chequer marking. If erected on a classified road, the chequer route identification sign (diagram 99) would be placed vertically below a route indentification sign (diagram 98) bearing the route number of that road.
As a general rule, no place names should appear on the signs shown in diagrams 98 and 99, but if in exceptional cases it is desired to include the name of the “next place of importance” (which should be the same place as appears on adjacent approach signs), it should be shown below the route number in letters not less than 2 in. nor more than 3 in. high.
If place names or the chequer marking are used, care should be taken to site the signs so that they face traffic proceeding in the appropriate direction.
Diagram 100 shows a route identification sign to be used where two classified roads are merged in one road over a certain length.
Local direction signposting
124. At present the standard direction sign for “local” signposting is the fingerpost type of sign shown in diagram 101. We recommend its retention, but consider that it should be supplemented by a local approach sign wherever the traffic volume justifies that course. It seems to us that the requirement that the driver should be given “clear information in good time as to his proper route at places where he might otherwise be in doubt” (paragraph 106(i)) applies to local signposting no less than to through signposting. The driver who hesitates by reason of doubt as to his route at a junction is a possible source of danger to other traffic.
We therefore recommend the adoption of the local approach sign shown in diagram 102. The number of panels and the direction of the arrows will be varied to suit particular junctions. The number of place names on each panel will also depend on site requirements, but we suggest that normally not more than three names should appear on one panel. The sign must not be used to supplant the through direction signs shown in diagrams 78 to 92 nor should the name of a “place of importance” to through traffic (see paragraph 111) appear on it if it is erected on a through route.
We believe that this sign will be found useful in both urban and rural areas, but more especially in the former. In paragraph 121 we have referred to the need for a coloured surround on approach direction signs in town areas. The local approach sign is on the same principle as, and therefore bears some resemblance to, the through approach sign shown in diagram 92, and in order to avoid the possibility of confusion between the two signs in town areas, we recommend that the background colour surrounding the panels on the local sign (diagram 102) should be “traffic blue” on signs erected at or near junctions satisfying the conditions laid down in sections (a) and (b) of paragraph 121. Elsewhere the sign should be in black and white only.
Once a place name appears on a local direction sign (whether “fingerpost” or “approach” type), it should be repeated on each intermediate sign until that place is reached.
We do not recommend the continued authorisation of internally illuminated fingerpost signs having white lettering on a blue ground.
Footpath direction signs
125. We think it desirable that there should be a standard direction sign for use at points where public footpaths leave public roads and for this purpose we recommend the sign shown in diagram 103. We recommend white letters on a green ground for this sign to avoid confusion with the black on white fingerpost sign (diagram 101) erected at road junctions. We consider the sign will be sufficiently conspicuous to be easily seen by the pedestrian for whose information it is intended. In designing it we have had the advantage of the collaboration of the Commons, Footpaths and Open Spaces Preservation Society and of the Scapa Society. The signposting of footpaths elsewhere than in the immediate vicinity of roads is not within our terms of reference.
Direction signs to public buildings, etc.
126. The Minister has authorised a number of distinctive signs indicating the way to public and other buildings, e.g. railway and bus stations, post offices, police stations, ancient monuments in the care of H.M. Office of Works, and properties in the care of the National Trust. These signs meet a public need, and as long as they are not of a form likely to lead to confusion with the standard direction signs, we see no objection to their authorisation.
Abbreviation of place names
127. Place names on traffic signs should be abbreviated only where it is necessary to do so in order to limit the size of signs. It should be left to the discretion of highway authorities to ensure that only abbreviations easily understood by the general public are used; archaic names, or names only known locally, should not be used.
Other informative signs
128. In addition to direction signs, the term “informative signs” covers a wide range of signs giving the road user information or advice about the road and its use. These signs are reviewed in detail in the following paragraphs.
Hospital
129. We have already referred, in paragraph 102(iii), to the objections to the use of the Geneva Red Cross symbol to indicate the proximity of. a hospital. The sign which we recommend for this purpose is shown in diagram 104. It is an existing sign, but as at present authorised, is surmounted by a red triangle. In our view it is not a warning sign indicating a possible source of danger, but is to advise drivers of the existence of the hospital, so that they may drive past without causing avoidable noise. We therefore recommend that in future the sign should not be surmounted by the red triangle.
Keep to Nearside Lane except when Overtaking
130. Diagram 105 shows a sign authorised for use on carriageways having more than two traffic lanes marked on them. -As at present authorised it is surmounted by a red triangle. The sign does not give warning of a danger, but is of an advisory character only, and we recommend that in future the triangle should not be used.
No Through Road
131. Diagram 106 shows an existing authorised sign, “No Through Road,” which is at present surmounted by a red triangle. We recommend that the triangle should not be used over this sign as it gives information which does not necessarily imply a warning of possible danger. We recommend also the authorisation of the sign shown in diagram 107, “No Through Road for Motor Vehicles,” to be used in appropriate circumstances, e.g. where there is no through passage for motor vehicles, although the road may be suitable for use by horse-drawn vehicles, cyclists and pedestrians.
Unsuitable for Motor Vehicles
132. We are of opinion that where a road is unsuitable for a particular type of vehicle, action should be taken by statutory Order to prohibit the use of the road by such vehicles. There are cases, however, where by reason of conditions other than dangerous conditions a sign “Unsuitable for Motor Vehicles” (diagram 108) could usefully be employed, and we recommend its special authorisation in these cases.
Cyclists Only
133. Diagram 109 shows a sign authorised for use at the entrances to cycle tracks. We have included it in the class of informative signs since it does not give effect to any statutory Order or Regulation. We recommend its continued use subject to the symbol and letters being in black on a white ground instead of in white on a blue ground as at present.
Cyclists and Service Road
134. We recommend that in the sign “Cyclists and Service Road” shown in diagram 110, the letters should be in black on a white ground instead of in white on a blue ground as at present.
Dual Carriageway Ahead
135. Diagram 111 shows a sign which we recommend should be used where it 1s necessary, in accordance with the Regulations recommended in paragraph 30, to inform drivers that they are approaching a dual carriageway road on which the direction of flow of traffic is governed by Regulations, and where the words “dual carriageway” do not appear on any other sign (whether direction or mandatory) at the junction.
One Way Street
136. We do not recommend any change in the sign “One Way Street” shown in diagram 112. It is intended for the information of pedestrians.
Bridge Ahead, Maximum Weight Tons
137. When an Order is made prohibiting vehicles in excess of a certain weight from crossing a bridge, the prohibitory signs giving effect to the Order are erected at the bridge. It is frequently desirable to provide in addition an advance sign informing drivers of the restriction, and erected on the route to the bridge at a road junction where an alternative route available to traffic covered by the Order branches off. Diagram 113 shows a typical sign of this character. Signs of this type are specially authorised in individual cases. We recommend continued use of these signs, and see no objection to the inclusion, in appropriate cases, of information about the alternative route available.
Passing Place
138. We have already recommended, in paragraph 52, the general authorisation of a sign “Single Track Road with Passing Places.” The sign shown in diagram 114 is recommended for marking these passing places. It is similar to the existing sign authorised for this purpose with the addition of the words “Passing Place” to make its purpose more clear.
Pass Either Side
139. The sign shown in diagram 115 is recommended for use on central islands and other obstructions in the carriageway of streets and roads subject to a one-way traffic Order.
Bridges closed, etc.
140. Special advance signs worded “——— Bridge Closed,” “——— Tunnel Closed,” “ ———Ferry Stopped,” have been authorised for erection at junctions where drivers of approaching vehicles may make a convenient detour instead of waiting until the bridge, tunnel or ferry is re-opened to road traffic. The signs are displayed only during periods when the route is closed. In some cases they indicate the alternative routes available. We recommend the special authorisation of signs of this type in appropriate cases.
Signs at public service vehicle stopping places
141. We considered whether it is necessary or desirable to introduce greater standardisation than at present exists in signs marking stopping places for public service vehicles, but came to the conclusion that provided there is no feature such as shape or colour which might give rise to confusion with standard traffic signs, no objection need be raised to local variation of design. We consider that these signs should indicate:
(a) the service to which they relate (e.g. coach, bus, trolley-bus or tram) ;
(b) where appropriate, the name or route number of the particular service - using the stop ; and
(c) whether the stop is “Compulsory ”’ or “Request.”
Diagram 116 shows a “Bus Stop” sign authorised for general use.
We see no objection to the display of public service vehicle time-tables underneath the stopping place sign, provided they are so placed as not to cause obstruction and do not carry commercial advertising matter.
The Minister has authorised a few special “Request” stop signs incorporating some device (e.g. an illuminated panel or a semaphore arm) which, when the intending passenger presses a push-button or operates a lever, indicates to the bus driver that he is requested to stop. Provided no coloured lights are displayed, and no part of the apparatus, fixed or moving, projects over the carriageway or footpath so as to cause obstruction, we see no reason why signs of this type should not be authorised.
Petrol filling station
142. We considered a suggestion that a standard sign indicating a petrol filling station should be authorised, and that the sign should be displayed at the filling station and also at a fixed distance along the highway from the filling station. In this connection our attention was drawn to a standard sign recommended in the Supplementary Report (July 1929) of the Petroleum Filling Stations Committee appointed by the Home Secretary in 1928. In our view this sign, if used within the precincts of a filling station, is primarily an advertising sign, and provided it is not erected in the highway, or illuminated or fitted with reflecting lenses in such a way as to cause confusion with traffic signs, we do not see any objection to its use. We are of opinion, however, that in existing circumstances the use of an advance sign on the highway in connection with petrol filling stations should not be permitted. If at some future date legislation were to be passed controlling the number, situation and operation of petrol filling stations the proposal should then be reconsidered.
Milestones
143. Milestones of the traditional forms are not essential to motor drivers but they are still useful to other road users and are in many cases of archaeological interest. We therefore recommend that they should be retained and maintained in good repair.
Street name-plates and street numbering
144. Hitherto street name-plates have not been regarded as traffic signs to be governed by Regulations made by the Minister under Section 48 of the Road Traffic Act, 1930. We have been impressed by the frequency and unanimity with which representative associations of road users have emphasised the importance to the safety and convenience of all traffic, of uniformity of practice in the display of legible street name-plates and street numbers. We therefore feel justified in referring to the subject in some detail.
The statutory provisions with regard to the naming and numbering of streets are contained, for England and Wales, in Sections 64 and 65 of the Towns Improvement Clauses Act 1847, as incorporated in the Public Health Act, 1875, and in Sections 17, 18 and 19 of the Public Health Act, 1925. These statutes require the local authority to cause the houses and buildings in its area to be marked with numbers, and to put or cause to be put up in a conspicuous place the name by which the street is to be known. These powers are (outside the County of London) in force in all boroughs and urban districts. The Minister of Health has powers to apply the provisions to rural districts or parts of rural districts. Responsibility under the Acts is vested solely in the local authority.
In the County of London the County Council is required under the terms of the London Building Acts (Amendment) Act, 1939, to make Regulations as to the setting up of street names and the numbering of houses. Owing to the war the making of these Regulations has been delayed, but when they are made the Metropolitan Boroughs will be required to comply with them, the County Council having powers in default of their observance by the local authority to do any necessary work and recover the cost from the local authority.
In Scotland, under Sections 144 and 145 of the Burgh Police (Scotland) Act, 1892, similar powers are exercisable in burghs and by adoption of these Sections, in any special Lighting, Scavenging, Drainage or Water District of a County Council. In a number of larger towns to which the 1892 Act is not applicable similar provisions are contained in local Acts.
The position is, therefore, that outside the County of London most local authorities have the necessary powers and are required to erect, or cause to be erected, street name plates, though there is no machinery for any check on the manner in which they exercise them. Similar remarks apply to the application of the powers of local authorities with respect to street numbering.
The results obtained by the exercise of existing statutory powers are, in our opinion, unsatisfactory. We consider that the Minister’s attention should be specifically directed to the matter in view of its importance from the aspects of both safety and circulation of traffic, and we make the following recommendations which differ only in matters of detail from those which have from time to time been endorsed by representative bodies, including the 1933 Committee.
Street Name-plates
(a) Street name-plates should be fixed as near to the street corner as possible, and in any case not more than 10 ft. from the intersection of the highway boundaries.
(b) The most suitable height in city areas is about 8 ft. above the road level but in suburban and other areas where there are comparatively low fences and hedges, a less height may have to be accepted. In any case the bottom of the plates should not be less than 3 ft. or more than 12 ft. above road level.
(c) Name plates should be fixed at every street corner on both sides of each street, except that at junctions where a main street extends on each of traffic emerging from the minor roads, may be sufficient. In the case of T Junctions a sign should be placed directly opposite the side road. On straight lengths of road without intersections the street name-plates should be repeated at intervals of not more than 200 yards. It may be necessary in a few exceptional cases, e.g. where two streets branch off obliquely from a common junction with a third street, to use special name-plates of the fingerpost type erected ‘on boundary walls or on special posts. Where the street name changes at a point other than a junction (possibly at a local authority boundary) both names should be displayed at the point of change, with arrows or other devices to indicate clearly to which parts of the street the names refer.
(d) The signs should be fixed so that there is a clear space of at least 12 in. in all directions between them and any notices, advertisements or other printed or written matter, but where possible a greater clearance should be provided.
(e) Where gardens or forecourts are in front of buildings it may be necessary to erect posts and boards for the reception of name-plates and this should always be done where it is not otherwise possible to conform to the recommended dimensions.
(f) Where possible within the limits already recommended name plates should be fixed so that they can have the benefit of light from street lamps.
(g) The street name should be in black letters, not less than 4 in. or more than 5 in. high, on a white background. The first consideration in choice of lettering must in our view be legibility, and we recommend that the attention of local authorities be drawn to the suitability, both from the point of view of legibility and of character, of the standard lettering recommended for traffic signs generally in paragraph 21 and shown in Appendix I of this Report.
(h) Where an area is divided into postal districts the appropriate postal district number should be shown on the street name-plates in distinctive colour (we suggest signal red) in letters and/or numbers not more than half the height of the letters in the street name. We see no objection to the inclusion of the name of the local authority, particularly where building development extends over local authority boundaries. The local authority’s name should be in distinctive type and colouring (we suggest Old English lettering in signal red) the letters being not more than one-third of the height of the lettering in the street name, so as not to detract from the conspicuity of the street name. The margin between the lettering of the street name and the edge of the name-plate should be not less than half the height of the street name lettering. Diagrams 117 and 118 show specimen name-plates. We see no objection to reasonable abbreviation at the discretion of the local authority, e.g. “Rd.” for Road and “Gdns.” for Gardens, etc.
Street Numbering
(i) All properties, whether public, business or residential, should be numbered in roads or streets in developed areas.
(j) Numbering should be carried out on a uniform system and where there are, or will ultimately be, buildings on both sides of the street, odd numbers should be on the left side and even on the right, starting from that end of the street which abuts on the more important traffic route.
In cases of doubt under the latter head the numbering should start from the end of the street which is nearest to the town centre.
(k) The numbers should be displayed immediately over the entrance door or on a post, boundary wall or railings immediately adjacent to the gate or entrance, whichever may be nearest to the public footpath from which the premises are reached. They should not be placed in positions where they may be obscured or overshadowed or their prominence diminished by surrounding features, or where they may not easily be seen from the carriageway.
(l) The numbers should be not less than 2 in. in height and their colour should be in contrast with that of the background against which they are displayed. 'They should be of durable material not likely to be easily obliterated or to suffer from the effects of the weather.
(m) In many instances the existing numbering of streets differs from the arrangement recommended in (7) above, and we: recommend that where present conditions are such as to be likely to cause difficulties re-numbering on the lines recommended should be carried out.
III. WHITE LINES AND OTHER TRAFFIC SIGNS ON THE CARRIAGEWAY
(A) WHITE LINES
Purposes for which white lines may be used
145. White lines on highways are used for the following purposes:
(i) Across highways as transverse "Stop" lines at road junctions where traffic is controlled by police constables, by light signals, or by "Halt at Major Road Ahead" signs.
(ii) Longitudinally along highways
(a) to guide traffic at junctions;
(b) to guide traffic at curves, both horizontal and vertical, and at central refuges on the carriageway;
(c) to define traffic lanes on open lengths of road; and
(d) to define the boundary of the main carriageway at entrances to side roads, lay-bys, roadside dumps, etc. .
We desire to emphasise that continuous longitudinal lines should be used only where conditions are of the nature outlined in paragraphs 147 to 149. Their use in other circumstances can only detract from their effectiveness as warning signs.
Diagrams 119 to 122 in Appendix VI show typical white line markings.
Transverse stop lines
146. Transverse stop lines should be laid down only in the conditions specified in section (i) of the preceding paragraph. The police, and in appropriate cases the Ministry of War Transport's Divisional Road Engineer and the motoring organisations, should be consulted before stop lines are laid down. On two-way carriageways they should extend across the nearside half of the carriageway, and on one-way carriageways across the whole width of the carriageway. At junctions where continuous filtering to the left is permitted while traffic proceeding straight ahead or turning right is held up, stop lines should not extend across the nearside inner lane, but should stop short at least 8 ft. from the nearside edge of the carriageway.
Stop lines at police or signal controlled junctions should be sited
(a) at right angles to the flow of traffic;
(b) sufficiently far back to leave adequate room for pedestrians and, where there are cycle tracks, cyclists, to cross. At authorised pedestrian crossings a stop line separate from the lines of studs 1s necessary;
(c) sufficiently far back to enable turning traffic to avoid without difficulty vehicles held up at the stop line;
(d) subject to compliance with the foregoing, as near to the intersection as possible.
Stop lines laid down in conjunction with “Halt at Major Road Ahead ” signs should be sited as close to the junction as possible so as to give, without danger to traffic on the major road, maximum visibility to traffic held up at the stop line.
Stop lines must always be continuous.
Examples of stop lines are shown in diagrams 119 and 120 of Appendix VI.
Longitudinal white lines at junctions
147. A continuous longitudinal white line should be laid along the centre line of a two-way carriageway on the approach to a junction. Where a stop line is provided the central longitudinal line should extend up to the stop line. Elsewhere it should be stopped sufficiently far back from the junction to permit turning traffic to negotiate the junction without crossing the continuous line. On the open road the length of the line should be 100 ft., but in built-up areas a shorter length, generally not less than 50 ft., may be adequate.
At controlled junctions where the carriageway is sufficiently wide, continuous white lines parallel to the central line and on the near side of it, may be provided to form traffic lanes in each of which traffic intending to proceed in a particular direction may take up position. These lanes should in no circumstances be less than 8 ft. wide and should preferably be 10 or 11 ft. wide. Where continuous filtering to the left is permitted, the line nearest to the edge of the carriageway may be continued beyond the stop line and curved to the left.
Examples of longitudinal white lines at junctions are shown in diagrams 119, 120 and 121 of Appendix VI.
White lines at horizontal and vertical curves
148. At horizontal and vertical curves where visibility between meeting vehicles is restricted, a continuous central white line should be laid down for such distances as may be necessary to warn road users of potential danger.
White lines at central refuges
149. Continuous white lines should also be laid down to guide traffic past central refuges or traffic islands in the carriageway. Diagram 122 of Appendix VI shows the layout recommended. On open roads the lines should extend 100 ft. in each direction from the obstruction, but in urban areas this distance may be reduced to 50 ft.
White lines defining traffic lanes
150. On roads outside congested urban areas, the division of the carriageway into traffic lanes by intermittent white lines assists the orderly movement of traffic and thus contributes to safety. These lines form a particularly valuable aid to driving at night and in fog.
In the past it has been common practice, on two-way carriageways of approximately 30 ft. width, to lay down intermittent white lines dividing the carriageway into three traffic lanes. The central lane was intended to be used by overtaking traffic proceeding in either direction. In our view this layout is unsound as the middle lane encourages overtaking under unsuitable conditions and may thus lead to head-on collisions. We therefore recommend that the marking of three traffic lanes on two-way carriageways should be discontinued, and that existing markings of this type should be replaced by a single centre line separating the opposing streams of traffic. Two-way carriageways should be divided into either two or four lanes as appropriate to their width. In making this recommendation we give effect to views expressed in the Report of the Select Committee of the House of Lords on the Prevention of Road Accidents, published in 1939.
We consider it essential that the marking of intermittent centre lines separating opposing streams of traffic on two-way roads should be uniform, and recommend that it should consist of a 9 ft. mark with 9 ft. gap. Intermittent lines separating streams of traffic proceeding in the same direction, i.e. lane marking on dual carriageways and the side lines on four-lane two-way carriageways, should consist of a 3 ft. mark and 15 ft. gap.
Intermittent longitudinal lines should always be stopped 1oo ft. short of any continuous central white line laid down in accordance with the recommendations made in paragraphs 147 to 149.
White lines defining main carriageway boundary
151. Intermittent white lines, mark 3 ft., gap 3 ft., are useful for indicating the boundary of the main carriageway at entrances to side roads, lay-bys, roadside dumps, etc., and where an accelerating or decelerating lane is provided at a junction. These lines are particularly helpful at night and in fog.
Reflecting studs
152. The use of self-cleansing reflector studs of approved pattern set in longitudinal white lines has proved of great benefit to traffic. We recommend that their use for this purpose should be formally authorised by the Minister. On intermittent lines the studs should be set in the centre of alternate gaps, i.e. at 36 ft. centres. On continuous lines a spacing of 12 ft. is recommended. Studs of this type should not be used on the carriageway in any other circumstances, nor should they be laid down on roads where the standard of street lighting is such that headlamps are not used. Reflecting studs are of little value in these latter conditions, since they depend for their effect on the reflection of the headlamp beam. The projection of the studs above the road surface should be as small as possible consistent with optical efficiency.
Colour of “white” lines
153. The 1933 Provisional Regulations authorised the use of white or yellow colour for lines and other traffic signs on the carriageway. We do not consider that yellow has any advantages over white for carriageway markings and we think it desirable that there should be uniformity in practice. We therefore recommend that white only should be authorised for carriageway markings. It is our intention in this connection that “white” should be interpreted as permitting the use of light coloured materials such as stainless steel.
We have considered various suggestions about the use of other colours in special circumstances, e.g. black on concrete surfaces, a red line across the entrance to a carriageway to which entry is prohibited, and a green line across the near half of the carriageway to give advance warning of a standard roadside sign, but do not recommend their adoption.
Width of white lines
154. We recommend that the authorised width of longitudinal white lines should remain unaltered at not less than 4 in. nor more than 5in. Transverse lines should be 6 in. wide to counteract the foreshortening of the width as seen by the vehicle driver.
Materials
155. We do not think it necessary to specify particular materials to be employed for the marking of white lines. Considerations of economy and efficiency will often justify the use of materials of a permanent nature. It is essential that the markings should be maintained in good condition to give the maximum contrast with the adjacent road surface.
(B) OTHER TRAFFIC SIGNS ON THE CARRIAGEWAY
Look Left and Look Right
156. In one-way streets the use of the words “Look Left” or “Look Right”? on the carriageway in letters 12 in. deep with strokes 2 in. wide, is at present authorised. The warning is intended for pedestrians and should be displayed on pedestrian crossings where it will be seen by the pedestrian about to step off the pavement or central refuge, as-shown in diagram 123 of Appendix VI. We recommend continuance of these markings.
Markings for one-way traffic
157. Where one-way traffic working imposed by statutory Order or Regulation requires all vehicular traffic to turn to left or right, it may be helpful to supplement the standard roadside signs with markings on the carriageway. For this purpose the 1933 Provisional Regulations authorised the marking of the words “Turn Left” or “Turn Right” in letters 4 ft. in depth with 4 in. wide strokes, and the marking of guiding arrows with shafts 4 in. wide. We recommend no change in these markings.
Slow
158. At the approach to junctions in built-up areas and at similar places where drivers may on occasion be unable to see roadside warning signs, the use of the word “Slow” on the carriageway is authorised. The form and dimensions of the letters are shown in diagram 124 of Appendix VI. We do not recommend any change.
Halt and No Parking
159. We do not consider it desirable that the words “Halt”? or “No Parking” should be marked on the carriagewav.
Bus stops
160. We recommend that at authorised bus stops informative markings on the carriageway, indicating the position of the stop, should be permitted. The markings should consist of broken white lines indicating the section of the carriageway on which buses stand at the stop, and of the words “Bus Stop”inside these lines in letters 4 ft. deep. Where, in exceptional cases, statutory Regulations are made to prohibit waiting by other vehicles at the bus stop, the marking of the additional words “No Waiting” should also be authorised. Markings on kerbs and roadside objects
161. During the blackout it has been found helpful to whiten kerbs and upstanding objects near the carriageway, e.g. telegraph poles, fences and parapets on narrow bridges. We consider that under normal conditions this practice could with advantage be continued in moderation, but should not be carried to the point of injuring amenity.
Reflecting lenses on kerbs
162. We see no objection to the use of reflecting lenses on kerbs to show red on the nearside and white on the offside, provided the lenses are maintained in a Satisfactory condition. No other colours of lenses intended to convey particular warnings should be permitted.
Direction markings on the carriageway
163. It may, in some cases, be desirable at the approach to a junction to indicate by suitable wording on the carriageway that traffic for particular destinations should take up position in a particular lane. Markings of this nature should be specially authorised by the Minister in individual cases.
Parking places and cab ranks
164. The 1933 Provisional Regulations authorise the marking of the limits of parking places and cab ranks by means of equilateral triangular studs, with sides 5 in. in length, set flush in the carriageway at 2 ft. centres. We do not recommend any change.
Colour and materials
165. The recommendations which we make in paragraphs 153 and 155 in regard to colour and materials of white lines apply equally to other markings on the carriageway.
Markings on the footpath
166. In some circumstances it may be desirable to lay down markings on the footpath for the information and direction of pedestrians, e.g. white lines to indicate the position in which bus queues should form. We recommend that where markings of this nature are authorised, the width of the white lines should be not less than 2 in.
IV.—TRAFFIC LIGHT SIGNALS
General
167. The 1933 Committee discussed the subject of the layout and operation of traffic light signals in considerable detail, and made recommendations which were accepted by the Minister, and have since formed the basis of normal practice in this country. We have reviewed the developments which have taken place since then, but as these have mainly been of a highly technical nature, we shall refer to them only in general terms. They do not affect the general principles formulated by the 1933 Committee, nor have they necessitated any major alterations in the layout and operation of the signals as viewed by the road user. From the latter aspect practice is now largely standardised and is familiar to the road user, and we see no reason to introduce any major changes. We desire, however, to emphasise that traffic signals should be installed only where it is not practicable by improved road layout (e.g. by grade separation or by roundabouts) to provide for the safe and uninterrupted flow of traffic.
Signal sequence
168. The signal sequence Red, Red with Amber, Green, Amber, is standard in this country on all permanent installations at road junctions. The tendency for traffic to start immediately the Red with Amber signal is shown constitutes a possible source of danger and for that reason it has been suggested that the Red with Amber signal should be omitted from the standard sequence. We feel that the matter merits investigation and recommend that a selected group of signals should be operated with the Red with Amber omitted, the period of the Red signal being extended to include the period previously covered by the Red with Amber. The Amber signal following the Green would not be altered. A proposed experiment on these lines was, we understand, postponed by the outbreak of war, and the shortage of skilled labour to make necessary alterations in the apparatus has so far prevented the carrying out of the experiment.
As the result of experience the Department has standardised the length of the Amber period at 3 seconds. Where a longer clearing interval is required to avoid conflict between opposing traffic streams at a junction this is done by the provision of an all-Red period. We endorse this policy.
Use of Green Arrow
169. The 1933 Committee recommended the use of a Green Arrow signal to be shown in conjunction with the Red signal to indicate that drivers of vehicles intending to proceed in a particular direction (e.g. to turn left) may do so notwithstanding that the Red signal is displayed. This filtration of vehicular traffic may not be in the best interests of pedestrian safety and it has therefore been the practice of the Department to restrict this use of the Green Arrow to cases where it is not otherwise possible to effect satisfactory clearance through the junction: We endorse this policy.
A further use which is now made of the Green Arrow is to substitute it for the normal Green signal where all the traffic passing the signal must turn left. We recommend the continuance of this practice.
The Green Arrow signal consists of a green arrow on a black ground, the area of the green illuminated arrow being about 30 per cent of the illuminated area of the standard 8 in. signal. It has at times been suggested that greater conspicuity would be obtained if the colour arrangements were reversed to show a black arrow on a green ground. We do not recommend any change, since it seems to us that the green arrow on the black ground better suggests that a left turn is the only movement permitted, and we have no evidence that in its present form it is not sufficiently conspicuous.
Size of lens
170. We do not recommend any change in the existing standard size of signal lens of 8 in. diameter.
Flexible progressive system
171. In the method of control known as the flexible progressive system the signals at a number of adjacent junctions can be co-ordinated in such a way that traffic may proceed at a uniform speed along the main thoroughfare without being held up at each successive intersection, while at the same time frequent opportunities are given for cross traffic to proceed. A number of installations of this type have given satisfactory results.
Vehicle actuated systems
172. When the 1933 Committee made their review most existing installations were of the fixed-time type and vehicle actuated signals had not then progressed much beyond the experimental stage. Subsequently this type of equipment was developed very rapidly and is now adopted almost universally in any new installations. Experience has shown that when adequately maintained, the vehicle actuated systems are reliable, can handle traffic efficiently, and are extremely flexible in their application to different traffic problems. More recently vehicle actuation has been applied successfully to flexible progressive systems co-ordinating groups of junctions.
Detectors should be placed on all roads entering isolated junctions controlled by vehicle actuated signals. The 1933 Committee suggested that in certain circumstances they might be omitted on the more important road at an isolated crossing of a minor road, but subsequent experience has proved this to be undesirable. Normally detectors should be placed between 90 and 110 ft. from the stop line, and bus and tram stopping places which would interfere with this spacing should be moved. At places where high speeds may be expected, different considerations apply.
Pedestrians and light signals
173. Traffic light signals designed primarily for controlling the movement of vehicular traffic also contribute to the safety of the pedestrian in providing opportunities for crossing the carriageway when vehicular traffic is held up. In designing traffic light signal installations the needs of pedestrian traffic should be fully considered and such provision for that traffic as is practicable should be made.
Special signal installations are sometimes provided away from road junctions to facilitate crossing of the carriageway by pedestrians at points where both vehicular and pedestrian traffic are heavy. The modern types of signals are actuated by vehicle detectors placed in the carriageway and by push buttons or similar devices operated by the pedestrians desiring to cross. We recommend the continued use of signals of this type in appropriate cases.
On installations at junctions where pedestrian traffic is regular but not exceptionally heavy, we consider it desirable that additional three-light signals (showing the same signal as the appropriate primary signal) should be provided so that a pedestrian about to cross the road at the junction can see at least one signal immediately facing him. On normal two-phase installations this should not present any difficulty, but where traffic movement through the junction is more complex it may be found in some cases that additional signals would be misleading to drivers (by being visible from a traffic lane not controlled by the corresponding primary signal) or would be dangerous to pedestrians by encouraging them to cross at a time when a substantial volume of turning traffic may be moving across their path.
At signal controlled junctions where pedestrian traffic is heavy it may be desirable to introduce a separate phase for pedestrians, with “Cross Now” signal indications, either by providing a regular all-Red period where pedestrian traffic is heavy and continuous, or by the use of a push-button where pedestrian traffic is intermittently heavy. A separate phase specially introduced for pedestrians must result in increased delay to vehicular traffic, and careful examination of traffic conditions at each junction is necessary in order to determine whether the separate phase is practicable and justified.
We note that in Circular No. 544 (Roads) issued in February, 1940, the Minister asked all highway authorities to review existing installations in their areas with a view to making additional provision for pedestrians, on the lines indicated in this paragraph, wherever that course was practicable and warranted by traffic conditions. He further stated that in all proposed new signal installations submitted for his approval he would require to be satisfied that provision had been made where necessary for the protection and guidance of pedestrians.
It has been suggested that on main thoroughfares where vehicular and pedestrian traffic are both heavy but there is little vehicular cross-traffic, signals located at suitable intervals should be linked together on a flexible progressive system so that the vehicular traffic moves smoothly along the whole route at a uniform speed in platoons, and pedestrians can cross the road safely in the gaps between the platoons when the signals are showing red to vehicular and green to pedestrian traffic. How far the desired result can be obtained in practice and to what type of routes it can be applied, can be determined only by full scale experiments. Such experiments were under consideration when the war supervened and we recommend that they should now be made as soon as traffic and other circumstances permit.
Unfortunately pedestrians do not make adequate use of special facilities provided for them in signal installations, whether these facilities are pedestrian signals of the type mentioned in the second sub-paragraph of this paragraph or are pedestrian periods introduced in the cycle of junction installations as described in the fourth sub-paragraph. We recommend that all possible measures be taken to educate the pedestrian to make full use of facilities of this nature provided specially for his safety.
Hours of operation
174. We recommend that vehicle actuated installations should normally operate throughout the twenty-four hour period. With this type of equipment traffic is not held up unnecessarily when the volume of traffic is light as was sometimes the case with fixed-time equipment.
Review of isolated fixed-time installations
175. There are still in operation numerous isolated fixed-time installations which control one junction only. We recommend that a review of these be undertaken and that where it is necessary to provide for more efficient control of traffic they should be converted to vehicle actuated working as soon as possible.
“Turn Left” and “No Right Turn”
176. Diagrams 125 and 126 in Appendix VI show existing signs “Turn Left” and “No Right (or Left) Turn” for attachment to the signal head in appropriate cases to give effect to statutory Orders or Regulations. In view of their importance we consider that they should be rendered more prominent - and we recommend the adoption of the signs shown in diagrams 127 and 128.
We further recommend that :
(a) Both signs should be internally illuminated at all times. (At present the Turn Left (or Right) sign is only illuminated when the green signal is illuminated, but is legible at all times during daylight.)
(b) The signs should be placed beside the green lens, and on that side of the signal head appropriate to the wording on the sign (e.g. “Turn Left” on the left side of the signal and “No Right Turn” on the right side of the signal) provided that this can be done without rendering inadequate the clearance between the signals and traffic on the carriageway.
(c) The signs should be provided in all cases on the secondary signals as well as on the primary.
Portable light signals for temporary traffic control
177. The Minister has authorised the use of temporary traffic light signals “for use for the purpose of controlling traffic where road works are in progress or where, for some other reason, the width of the carriageway is temporarily restricted so that-it will carry only one line of traffic.” The authorisation permits of the use of red, amber and green lights, or of red and green only, and specifies requirements as to size and position of lenses. The electrical and optical design and performance must be approved by the Department. We recommend continued authorisation of signals of this type for use on appropriate temporary occasions, e.g. in the circumstances referred to in paragraph 31.
Advance warning sign
178. Normally an advance warning sign should not be necessary at permanent traffic light installations, but where in exceptional cases (e.g. an isolated installation in open country or where an approach to the installation is blind) an advance warning sign is required, it should be of the form recommended in paragraph 64 and shown in diagram 42 of Appendix VI.
V.—MARKING OF PEDESTRIAN CROSSING PLACES
Existing markings
179. When the present system of marking pedestrian crossing places (beacon and studs) was authorised it was intended that the beacon should serve primarily to draw the attention of the pedestrian, though, of course, it would also be of value to the vehicle driver in indicating the position of the crossing. It was thought that the studs in the carriageway would be the more important marking from the vehicle driver’s point of view. We consider that these forms of marking are now so well established and so widely known that it would be undesirable to make any radical change.
Illumination of beacon
180. It is our view, however, that the beacon should be the main indication to all road users of the location of a crossing. We do not recommend any change in the form of beacon, but we recommend that the orange globe should be internally illuminated during the hours of darkness in all cases and that the British Standards Institution be asked to draw up a standard specification for translucent globes of suitable materials.
Carriageway markings
181. The illumination of the orange globe will reduce the necessity for carriageway markings except to such extent as these markings may be required to define the actual area of the crossings. We considered representations that studs of the form now authorised constitute a dangerous obstruction on the carriageway and that a special surface laid down across the whole width of the crossing, and contrasting in texture and colour with the adjacent road surface, would be more conspicuous and would cause no physical obstruction. This, however, would render standardisation difficult, on account of the varying texture and colour of road surfaces, and we therefore recommend that :
(a) Studs of the dimensions now authorised should continue to be used to define the area of the crossing, but should be white only. (See remarks in paragraph 153 about the interpretation of “white.”)
(b) The spacing of the studs should be increased to 28 in. centre to centre, a Clear width of not less than 24 in. or more than 38 in. being left on each side of the carriageway between the first stud and the kerb or edge of the carriageway.
(c) “Stop” lines for vehicular traffic should not be used in place of a line of studs to define the area of the crossing.
(d) The studs in the two lines defining the crossing should not be staggered but corresponding studs should be in line parallel to the carriageway centre.
(e) The use of studs fitted with reflecting lenses should not be permitted on pedestrian crossings.
(f) In the interests of uniformity no form of carriageway marking other than studs spaced as specified in (b) above should be permitted at pedestrian crossings.
Advance warning sign
182. Normally no advance warning sign, is required at pedestrian crossings, but where special conditions (e.g. at isolated crossings outside 30 m.p.h. speed limit areas) justify an advance warning, the sign recommended in paragraph 66 and shown in diagram 44 of Appendix VI should be used.
We desire to record our high appreciation of the services of our Secretary, Mr. J. S. McNeil. He has discharged the duties of the office with unfailing zeal and ability, and the technical knowledge he has brought to these duties has been most helpful to us throughout our deliberations.
F. C. Cook (Chairman).
J. E. Corrin.
A. N. W. Dudley.
R.M. Finch.
T. C. Foley.
H. H. Gregory.
E. O. Hereford.
C. Holdsworth.
H. P. Hunter.
H. R. Lintern.
H. E. Lunn.
W. B. R. Morren.
J. S. Munro.
E. S. Perrin.
H. Alker Tripp.
M. H. Whitlegge
J. S. McNeil (Secretary).
November, 1944.
RESERVATIONS
Reservations by Lt.-Col. Dudley on:
1. Colour of Direction Signs
I have signed the Report subject to the following reservation in respect of paragraph 18 in relation to the colour of direction signs.
I do not agree that letters and numbers of all rural signs should be black on a white ground on a white foundation. I am impressed with the claim that yellow as the basic colour for all direction sig1s has considerable advantages in providing better visibility.
2. The Use of Route Numbers on Direction Signs
I have signed the Report subject to the following reservation in relation to the recommendations in paragraph 112 with regard to route numbers.
I remain unconvinced that the motoring public desires to travel by the aid of route numbers in preference to place names, unless the main roads of the country are renumbered on the basis of one number for one road from coast to coast.
In my opinion place names should be given greater prominence on signs than road classification numbers. As an example of the difficulty of memorising road numbers as compared with place names the route from Cardiff to Birmingham (1023 miles) passes over the following roads: A.48, A.440, A.40, A.449, A.38.
I should like to add that the opinions I have expressed in these two reservations are supported by the official views of the Automobile Association and the Royal Scottish Automobile Club.
APPENDIX I
(See paragraph 21)
Form and Dimensions of Letters and Numerals to be used on Traffic Signs
The proportions of the letters of the standard alphabet and of the numerals illustrated in diagram 1 of this Appendix are given in the second column of the following schedule.
The proportions of the letters of the “compressed” alphabet and of the: numerals illustrated in diagram 2 of this Appendix are given in the third column of the following schedule.
The numerals to be used in conjunction with each of. the alphabets are identical.
Generally the thickness of the stroke for letters and numerals should be one-sixth of the height of the letter or numeral.
LETTERS
| Letter | Percentage width in relation to height | Remarks | |
| Standard Alphabet |
“Compressed” Alphabet | ||
| A | 90.00 | 80.00 | The upper edge of the horizontal stroke is 37°5 to 40:0 per cent. above the base line. |
| B | 66.66 | 60.00 | The lower portion is slightly larger than the upper. |
| C | 72.50 | 65.00 | Based on letter “O.” The gap is wide and finished with radiating lines. |
| D | 75.00 | 70.00 | Part of letter “O” is used and is linked to the vertical stroke with straight horizontal lines. |
| E | 62.50 | 55.00 | The horizontal strokes differ in length. The upper edge of the intermediate stroke is 60.0 per cent above the base line. |
| F | 57.50 | 52.50 | Part of letter “E.” |
| G | 75.00 | 67.50 | Based on letter “O”. The length of the horizontal stroke is 27°5 per cent. of the height of the letter and its upper edge is 45-0 per cent. above the base line. The vertical stroke terminates on the base line. |
| H | 80.00 | 72.50 | The upper edge of the horizontal stroke is 60.0 per cent above the base line. |
| I | 16.66 | 16.66 | This stroke is used as the basis of the strokes for all other letters. |
| J | 70.00 | 65.00 | The lower portion is part of a circle and is finished with a radiating line. |
| K | 80.00 | 72.50 | The projection from the vertical of the two inclined strokes is similar. |
| L | 62.50 | 55.00 | Part of letter “E.” |
| M | 100.00 | 90.00 | The junction of the intermediate strokes is pointed and finishes 5.0 per cent. above the base line. |
| N | 80.00 | 72.50 | The junctions are of stroke width on the top and base lines. |
| O | 80.00 | 70.00 | The letter is oval in form. |
| P | 65.00 | 60.00 | The lower edge of the curvilinear portion is 40.0 per cent. above the base line. |
| Q | 80.00 | 70.00 | Based on letter “O” with the tail of full stroke width terminating 35.0 per cent. above the base line. |
| R | 72.50 | 67.50 | The upper portion is based on letter “P.” |
| S | 70.00 | 67.50 | This letter is 5.0 per cent. longer than other letters, overlapping equally the normal top and base lines. The lower portion is slightly larger than the upper. |
| T | 75.00 | 70.00 | A symmetrical letter with vertical ends to the horizontal stroke. |
| U | 75.00 | 70.00 | The lower portion is part of a circle. |
| V | 87.50 | 80.00 | The junction of the two strokes is of stroke width on the base line. |
| W | 120.00 | 105.00 | The junction of the intermediate strokes is pointed and finishes 5 per cent. below the top line. |
| X | 92.50 | 82.50 | The intersection of the strokes is 52.5 per cent above the base line. |
| Y | 85.00 | 80.00 | The junction of the strokes measured at the sides of the letter is 42.5 per cent above the base line. |
| Z | 70.00 | 65.00 | The lower horizontal stroke is slightly longer than the top stroke. |
NUMERALS
| Numeral | Percentage width in relation to height | Remarks |
|---|---|---|
| 1 | 16.66 | The stroke terminates with horizontal lines stroke width. |
| 2 | 67.50 | The upper portion is part of a circle and terminates with a radiating line. |
| 3 | 67.50 | The junction of the two upper strokes is pointed. The lower portion is part of a circle and terminates with a radiating line. |
| 4 | 82.50 | The junction at the top is of stroke width. The junction of the inclined and horizontal strokes is pointed. |
| 5 | 65.00 | The curvilinear portion terminates with a radiating line. The end of the horizontal stroke is finished with a vertical line. |
| 6 | 67.50 | The eye is pointed and in part circular. |
| 7 | 67.50 | The junction of the strokes is pointed. |
| 8 | 65.00 | This numeral is 5-0 per cent. longer than other numerals. The lower portion is larger than the upper. The eyes are pointed and in part ellipse. |
| 9 | 67.50 | The numeral “6” inverted. |
| 10 | 80.00 | Oval in form. |
APPENDIX II
(See paragraph 28)
Extract from the Final Report of the Ministry of Transport Departmental Committee on Street Lighting, August, 1937.
XII.— Guard Posts on Refuges
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105. It may be convenient if we quote the recommendations referred to above. They are as follows:
(i) the colour of the post should be white outlined with black, and during the hours of darkness the posts should be illuminated by white flood-lighting;
(ii) the horizontal angle of illumination of the post should be at least 120° and the projected width (i.e. the width as seen by a person directly facing the post) of the illuminated surface of the guard post facing approaching traffic should be not less than 5 in.;
(iii) the post should be illuminated for a vertical distance of not less than 2 ft. and the upper edge of the illuminated portion should be not less than 3 ft. and the lower edge not more than 18 in. above the road level;
(iv) the height of the post should be a minimum of 4 ft. above the road level, but the height at which the light should be placed is immaterial so long as the requirements in (iii) above are observed;
(v) it is not essential that the head of the post should be illuminated, but if a light is provided it should be white. and should be diffused by suitable glass.
106. We endorse these recommendations, except that (i) should be interpreted to include internally illuminated panels as well as white reflecting surfaces, but consider that they should be supplemented as follows :
(a) Guard posts should be so designed and illuminated that they are readily identified as such and are clearly visible to motorists and other road users; care should be taken to ensure that pedestrians making use of the refuge are not obscured by the guard posts.
(b) Self-luminous posts are in general to be preferred to those which depend for their visibility on extraneous lighting.
(c) The posts should be rendered luminous by concealed sources placed (preferably) at the top. The luminous portion should extend to as near the bottom of the post as possible, and the brightness should not fall away appreciably towards the bottom. The posts should be luminous on all sides except those facing towards the middle of the island.
(d) The average brightness of the luminous portions should be about 8 equivalent foot-candles with a variation over the whole surface of not more than 4 to 1. Our investigations have shown that a brightness of this order is adequate for roads lighted to either Group A or Group B level, and at the same time is not so high as to produce undue glare.
(e) The kerb of the refuge should be of a material which is naturally light in colour or should be painted white periodically, whilst the light from the posts should illuminate the kerb and preferably throw the vertical sides into sharp relief.
(f) One self-luminous post should be placed at each end of the refuge and there should be a central post fitted with a light source surrounded by a diffusing globe at a height of about 16 ft. This source is intended to serve as an indication of the presence of the refuge to drivers whose view of the guard posts may be obstructed by other vehicles; it is not intended to enhance materially the visibility of, e.g. pedestrians on the refuge, which is a matter for the street lighting installation.
APPENDIX III
(See paragraph 29)
Extract from The London Traffic (Miscellaneous Provisions) Consolidation Provisional Regulations, 1934, dated April 13, 1934, made by the Minister of Transport under the London Traffic Act, 1924 (14 & 15 Geo. V. c.34).
PART III
Lighting and Guarding of Street Works
12. For the purpose of this part of these Regulations the term “night” shall be taken to mean the period between half an hour after sunset and half an hour before sunrise, and any period of fog or abnormaj darkness, and the term “day” shall be taken to mean any time other than night as so defined.
13. When any materials, rubbish or other thing (hereinafter referred to as an obstruction) are placed upon or any opening or excavation (hereinafter referred to as an excavation) is made in the carriageway of any street within the London Traffic Area so as to obstruct or endanger the passage of traffic over any part of such carriageway it shall be the duty of the person by whose order or under. whose direction such obstruction or excavation exists to—
(a) keep any such obstruction which is not readily visible, and any such excavation marked by day by one or more posts carrying red flags or boards with a red ground; and
(b) keep such obstruction or excavation continuously lighted at night by one or more lamps showing a red light;
and all such posts or lamps shall be placed in such a manner and in such positions as to indicate sufficiently to foot passengers and drivers of vehicles approaching from any direction the position and full extent of the obstruction or excavation.
Provided that, without limitation or restriction of the foregoing provisions, if any such obstruction or excavation exceeds 4 ft. in width measured at right. angles to any line of traffic or 12 ft. in length measured parallel thereto, lamps showing its full width shall be placed at intervals of not more than 4 ft. measured at right angles to the line of traffic and lamps showing its full length shall be placed at intervals of not more than 12 ft. measured parallel thereto.
14. Nothing in this part of these Regulations shall be deemed to prevent the temporary removal of any lamp or post hereby required where removal is necessary to permit of any traffic or particular class of traffic being worked through the part of the carriageway of any street or highway which is obstructed, provided that in any such case any lamps or posts which are so removed shall be replaced immediately after the passage of such traffic, and a person shall be kept in attendance at the point or points of entry of any such traffic and, if necessary, at the point of exit to remove and replace the lamps or posts and to warn approaching traffic.
15. In addition to the foregoing provisions, any person by whose order or under whose direction any such excavation exists of such a nature or in such a position that foot passengers or vehicles are in danger of falling into it, shall provide adequate and effective protection around such excavation, unless such protection would obstruct the passage of vehicles using a tramway or light railway, and in that event it shall not be necessary so to protect the excavation, but instead of so doing there shall be displayed conspicuously not less than 4 ft. above the ground close to the excavation a warning notice, or, if the excavation is extensive, warning notices sufficient in number to give adequate warning of the danger.
16. Where any excavation, whether made in connection with a tramway or light railway or otherwise, is, not clearly visible for a distance of 25 yds. to traffic approaching from any direction on any part of the carriageway of the road in which the excavation exists or of any road entering or intersecting such road, there shall be placed on the kerb, or on the edge of any such road from which the excavation is not so visible on the near-side of traffic approaching the excavation a warning notice or warning notices of the existence of such excavation, and any such notice or notices shall be placed at a distance of 25 yds., or as near thereto as may be practicable, from the excavation; provided that notwithstanding anything hereinbefore contained in the case of an entering or intersecting road such notice or notices shall be placed at a distance not less than 10 yds. from the junction of such road with the road in which the excavation exists.
17. All warning notices required under Regulations 15 and 16 hereof shall have a red ground and shall be clearly visible and legible by day and night, and for that purpose shall be adequately lighted by night.
18. No lamp exhibiting a light other than a red light shall be used for any purpose mentioned in this part of these Regulations other than for rendering the warning notices referred to in Regulations 15 and16 hereof clearly visible by night, provided that nothing in this part of these Regulations shall be deemed to prevent the use, in addition to the lamps provided in pursuance of this part of these Regulations of lamps showing a white light so far as may be necessary to enable work to be carried on at night.
19. If any person acts in contravention of ar fails to carry out his duty under any of the provisions of this part of these Regulations he shall be guilty of an offence and liable on summary conviction to a fine not exceeding £5.
20. Any person who has charge of a lamp or lamps provided in pursuance of this part of these Regulations and who fails to keep such lamp or lamps properly lighted at any time during the required period shall be guilty of an offence and liable on summary conviction to a fine not exceeding £5.
21. The provisions of any Act (whether public, general or local, or private) bye-laws or regulations dealing with the same subject matter as this part of these Regulations, and the provisions of any Act conferring power of making bye-laws or regulations dealing with the same subject matter as this part of these Regulations, shall, so far as such provisions apply to any carriageway in any street to which this part of these Regulations apply, be suspended so long as this part of these Regulations remains in,force. Provided that nothing contained in this part of these Regulations shall exempt any person from any liability for causing any obstruction or making any excavation nor free him from any obligation imposed upon him to obtain any consents which may be necessary before making any obstruction or excavation nor from any obligation to fence or otherwise render safe any obstruction or excavation.
(See paragraph 30)
STATUTORY RULES AND ORDERS 1938 No. 907
LONDON TRAFFIC Dual Carriageways
The London Traffic (Dual Carrigeways) Regulations, 1938, dated July 28, 1938, made by the Minister of Transport under the London Traffic Act, 1924 (14 & 15 Geo. V, c.34)
The Minister of Transport in exercise of the powers conferred upon him under and by virtue of Section 10 of the London Traffic Act, 1924, without prejudice to any further exercise of the said powers, hereby makes the following Regulations:
1, These Regulations may be cited as “The London Traffic (Dual Carriageways) Regulations, 1938,” and shall come into force on the fifth day of September, 1938.
2. In these Regulations the expression “dual carriageway sign” means any sign containing the words “dual carriageway” which may at any time be authorised by the Minister of Transport under Section 48 of the Road Traffic Act, 1930.
3. These Regulations shall apply to every length of road in the London Traffic Area which has, or may hereafter have, two carriageways separated by an island or a succession of islands and upon which dual carriageway signs have been duly placed.
4. Every vehicle proceeding along a length of road to which these Regulations apply shall keep to the left of the said island or islands.
5. Any person who, being in charge of any vehicle, shall, except by the express direction or permission of a police constable, cause that vehicle to proceed in contravention of these Regulations, shall be liable on summary conviction, in the case of a first offence, to a fine not exceeding £5, or in the case of a second or subsequent offence, to a fine not exceeding £10.
6. The Interpretation Act, 1889, applies for the purpose of the interpretation of these Regulations as it applies for the purpose of the interpretation of an Act of Parliament.
Given under the Seal of the Minister of Transport this twenty-eighth day of July, one thousand nine hundred and thirty-eight.
H. W. W. Fisher, An Assistant Secretary, Ministry of Transport.
APPENDIX V
(See paragraph 34)
Position of badge on signs provided by approved organisations.
Recommendations contained in paragraph 73 of 1933 Report
(i) In temporary diversion and direction signs of the flag type, the badge should be on the plate at its square end. Should the Minister authorise any temporary signs of a type other than the flag type the form of badge would, of course, be subject to his approval.
(ii) In direction signs of the fingerpost type the badge should be on the arm in immediate proximity to its junction with the post.
(iii) In rectangular signs, such as approach signs, advance direction signs and village name-plates, where, owing to the varying lettering, there is space available, the badge may be placed in one of the four corners of the sign, but thenearest edge of the badge should not be more than 4 in. from the edge of the plate.
(iv) In the case of all signs other than these referred to in (i) and (ii) the badge should be fixed either above or below the sign, subject to the provisions of (iii) above, and should be contained in a circle of an area not exceeding 7½ per cent of the area of the plate on which it is fixed. The circle containing the badge may be supported by solid attachments to the plate, such attachments being contained within the tangent drawn to the circle from the upper or lower corners of the plate.
(v) In the case of the signs referred to in (i) and (ii) above, not more than 7½ in. in length of the sign or arm should be appropriated to the display of the badge.
APPENDIX VI
(Diagrams 1 to 128)
Notes:
1. Except where otherwise provided in note 2 below, or in notes on the diagrams, all letters, numbers, symbols and borders on signs are black on a white ground.
2. In towns as defined in paragraph 121, the background colour, outside the route number panels on the signs shown in diagrams 78 to 92 inclusive, should be yellow; the background colour on the sign shown in diagram 102 should be traffic blue.
3. The overall dimensions given for the direction signs shown in diagrams 76 to 103 inclusive, are approximate only and are based on the minimum sizes of letters. They will require to be varied according to the size and number of letters in the route numbers and place names.
4. In the approach direction signs shown in diagrams 78 to 82 inclusive, 84 to go inclusive, and 92, the letters and numerals in the route numbers may not be less than 4 in. or more than 4½ in. high. The letters in the place names may not he less than 2 in. or more than 3 in. high.
In paragraphs 24 and 26 of the Report it is recommended that on unlighted roads where direct illumination of warning, prohibitory or mandatory: signs is not practicable, reflecting lenses should be fitted on these signs. Letters not less than 3 in. high can be fitted with reflecting lenses (e.g. on 3 in. letters, with ⅜ in. diam. lenses at ¾ in. centres) to give reasonable legibility at night when viewed in the light of vehicle headlamps. It has been thought sufficient to show in the diagrams the recommended arrangements of reflecting lenses only on those warning signs in which the message of the sign 18 conveyed by a symbol.
APPENDIX VI
DIAGRAMS 1 AND 1A
(Paragraph 37)
DIAGRAMS 2 AND 2A
(Paragraph 38)
DIAGRAM 3
(Paragraph 39)
APPENDIX VI
DIAGRAM 3A
(Upload an image to replace this placeholder.)
3A. ARRANGEMENT OF REFLECTING LENSES
(Paragraph 40)
(Paragraph 40)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 6 TO 8A
(Paragraph 40)
(Paragraphs 13 and 41)
(Paragraphs 13 and 41)
DIAGRAMS 9 TO 11
(Paragraphs 13 and 41)
(Paragraphs 13 and 41)
(Paragraphs 13 and 41)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 12 TO 14
(Paragraphs 13 and 41)
(Paragraphs 13 and 41)
(Paragraph 42)
DIAGRAMS 15 TO 16A
(Paragraph 44)
(Paragraph 44)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 17 TO 18
Red Triangle over as in Diagrams 1 and 1A.
(Paragraph 46)
Red Triangle over as in Diagrams I and 1A.
(Paragraph 47)
DIAGRAMS 19 TO 20
(Paragraph 48)
REFLECTING LENSES
(Paragraph 49)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 21 TO 22
(Paragraph 50)
(Paragraph 51)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 23 TO 26
(Paragraph 52)
(Paragraph 53)
(Paragraph 53)
(Pargraph 54)
Note—The signs shown in Diagrams 23, 24 and 25 should be surmounted by red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 27 TO 28A
(Paragraph 55)
(Paragraph 55)
NOTE.—These signs should be surmounted by a red triangle as shown in Diagrams 1 and 1A.
DIAGRAMS 29 TO 31A
(Paragraph 56)
(Paragraph 56)
(Paragraph 56)
NOTE.—These signs should be surmounted by a red triangle as shown In Diagrams 1 and 1A.
DIAGRAMS 32 TO 34A
(Paragraph 56)
(Paragraph 56)
(Paragraph 56)
(Paragraph 57)
(Paragraph 58)
To be used in conjunction with Diagram 35
(Paragraph 59)
(Paragraph 59)
(Paragraph 61)
(Paragraph 62)
(Paragraph 63)
(Paragraph 64)
NOTE.—The signs shown In Diagrams 39, 41, and 42 should be surmounted by a red triangle as shown in Diagrams 1 and 1A
DIAGRAMS 43 AND 44
(Paragraph 65)
(Paragraph 66)
(Paragraph 67)
(Paragraph 67)
NOTE.—These signs should be surmounted by a red triangle as shown In Diagrams 1 and 1A.
DIAGRAMS 47 TO 50
To be superseded by Diagram 48
(Paragraph 78)
Note.—Dimensions in brackets relate to smaller sign for use where space restricted.
(Paragraph 78)
(Used on Approach Direction signs)
(Paragraph 78)
(Paragraph 79)
(Paragraph 80)
(Diagram 51)
(Paragraph 80)
(Paragraph 81)
(Paragraph 81)
(Paragraph 81)
(Diagram 57)
(Paragraph 81)
(Paragraph 81)
(Paragraph 82)
(Paragraph 83)
(Paragraph 90)
(Paragraph 91)
(Paragraph 92)
(To be superseded by Diagram 66)
(Paragraph 93)
(To supersede Diagram 65)
(Paragraph 93)
(To be superseded by Diagram 68)
(Paragraph 94)
(Superseding Diagram: 67)
(Paragraph 94)
NOTE.—Dimensions in brackets relate to larger sign which may be used in certain circumstances
(Paragraph_95)
(Paragraph 96)
(Paragraph 97)
(Paragraph 98)
(Paragraph 99)
(Paragraph 103)
(Paragraph 103)
(Paragraph 104)
(Paragraph 104)
(Paragraph 113)
(Paragraph 113)
See Notes 2, 3 and 4 at the beginning of this Appendix.
(Paragraph 113)
(Paragraph 113)
(Paragraph 113)
(Paragraph 113)
See Notes 2, 3 and 4 at beginning of this Appendix.
(Paragraph 114)
(Paragraph 115)
See Notes 2, 3 and 4 at beginning of this Appendix.
DIAGRAMS 86 AND 87
(Paragraph 116)
(Paragraph 117)
See Notes 2, 3 and 4 at beginning of this Appendix.
DIAGRAMS 88 TO 90
(Paragraph 117)
(Paragraph 117)
(Paragraph 118)
DIAGRAMS 91 TO 97
(Paragraph 119)
(Paragraph 120)
(Paragraph 122)
(Paragraph 122)
(Paragraph 122)
(Paragraph 122)
(Paragraph 122)
See Notes 2, 3 and 4 at beginning of this Appendix.
DIAGRAMS 98 TO 102
(Paragraph 123)
(Paragraph 123)
(Paragraph 123)
(Paragraph 124)
(Paragraph 124
See Notes 2, 3 and 4 at beginning of this Appendix.
DIAGRAMS 103 TO 108
(Paragraph 125)
(Paragraph 129)
(Paragraph 130)
(Paragraph 131)
(Paragraph 131)
(Paragraph 132)
DIAGRAMS 109 TO 116
(Paragraph 133)
(Paragraph 134)
(Paragraph 135)
(Paragraph 136)
(Paragraph 137)
(Paragraph 138)
(Paragraph 139)
(Paragraph 141)
DIAGRAMS 117 AND 118
(Paragraph 144)
(Paragraph 144)
DIAGRAMS 119 AND 120
(Paragraphs 146 and 147)
DIAGRAM 121
(Paragraph 147)
DIAGRAMS 122 TO 124
(Paragraph 149)
(Paragraph 156)
(Paragraph 158)
DIAGRAMS 125 TO 128
(To be superseded by Diagram 127)
(Paragraph 176)
(To be superseded by Diagram 128)
(Paragraph 176)
(To supersede Diagram 125)
(Paragraph 176)
(To supersede Diagram 126)
(Paragraph 176)
INDEX
A
- Abbreviation of place names, p. 13, para. 127.
- Accesses, private, to highway :
- Signs controlling use of, p. 30, para. 83; diagram 61.
- Warning signs for, p. 26, para. 69.
- Acknowledgments, p. 3, para. 3.
- Advertising on traffic signs, p. 19, para. 33.
- Advertising signs, control of, p. 17, para. 27.
- Agreements, International, see “International Conferences.”
- Aircraft, signs warning of danger from, p. 26, para, 68.
- Alphabet, standard, for use on traffic signs, p. 15, para. 21; Appendix I.
- Alternating one-way traffic, temporary, signs for control of, p. 19, para. 31.
- Ancient monuments, direction signs to, p. 43, para. 126.
- Animals on road, warning signs for, p. 24, para. 61; diagram 39.
- Approach direction signs, see “Direction signs.”
- Approved organisations :
- Badges on signs supplied by, p. 20, para. 34; Appendix V.
- Supply of signs by, p P. 19 para. 33.
- Supply of temporary direction signs by, p. 20, para. 35.
- Arrangement of Report, p. 3, para. 4.
- Arrow, green, on traffic light signals, p. 53, para. 169.
- Arrow, use of on mandatory signs, p. 32, para. 88.
- Arrows, large reflecting, at bends, p. 22, para. 43.
- Artificial background, see “Background.”
- Authorisation of signs, powers of Minister, p. 8, para. 7.
- Automobile Association, see “Approved organisations.”
B
- Background of signs:
- Artificial where necessary, p. 9, para. 9; p. 15, para. 22.
- Importance of, for conspicuity, p. 9, para. 9; p. 15, para. 22.
- Use of colour to improve conspicuity of approach signs in towns, p. 40, para. 121; p. 42, para. 124.
- Badges on signs provided by approved organisations, Pp. 20, para. 34; Appendix V.
- Beacons, flashing, p. 26, para. 71.
- Beacons, marking pedestrian crossings, illumination recommended, p. 56, para. 180.
- Bends:
- Double, warning signs for, p. 10, para. 13; Pp. 21, para. 41; diagrams 11, 12, and 13.
- Large reflecting arrows at, p. 22, para. 43.
- Single, warning signs for, p. 10, para. 19; p. 21, para. 41; diagrams 7, 8, 9, and 10.
- Succession of, warning signs for, p. 21, para 42; diagram 14.
- White lines at, p. 49, para. 148.
- Bollards on street refuges, dimensions and lighting of, p. 17, para. 28; Appendix II.
- Boundary of carriageway :
- Safety posts indicating, p. 25, para. 62; diagram 40.
- White lines defining, p. 50, para. 151.
- “Bridge Ahead, Maximum Weight ——— Tons,” informative sign, p. 44, para. 137; diagram 113.
- “Bridge Closed,” etc., informative sign, p. 45, para. 140.
- Bridges, warning signs for:
- Hump bridge, p. 23, para. 55; diagrams 27 and 28.
- Low bridge, p. 23, para. 56; diagrams29 to 34.;
- Narrow bridge, p. 23, para. 53; diagrams 24 and 25.
- Additional warning sign “Single Line Traffic,” p. 23, para. 54; diagram 26.
- Swing bridge, p. 24, para. 57; diagram 35.
- Additional sign “Gates Closed,” p. 24, para. 58; diagram 36.
- Brightness of illumination of signs, p. 16, para. 25.
- British Standards Institution, Standard Specifications:
- Colour, B.S.S. No. 381—1930, p. 14, para. 18.
- Yellow colour for through approach direction signs in towns should be scheduled, p. 40, para. 121.
- Illumination aspect should be considered when specifications are prepared or revised, p. 40, para. 25.
- Materials. B.S.S. No. 873—1939, p. 14, para. 19.
- Additional specifications should be prepared for new materials, p. 14, para. 19.
- Reflecting lenses, B.S.S. No. 873—1939, p. 17, para. 26.
- Additional specification for optical properties of, p. 17, para. 26.
- Translucent orange globes for pedestrian crossing beacons, standard specification should be drawn up, p. 56, para. 180.
- Colour, B.S.S. No. 381—1930, p. 14, para. 18.
- Bus stations, direction signs to, p. 43, para. 126.
- Bus stops, see “Public service vehicle stopping places.”
- By-pass roads, approach direction signs for, p. 39, para. 116; diagram 86.
C
- Cab ranks, carriageway markings for, p. 52, para. 164.
- Carriageway boundary:
- Safety post indicating, p. 25, para. 62; diagram 40.
- White lines defining, P. 50, para. 151.
- Carriageways, dual, see “Dual carriageways.”
- Carriageway markings:
- Bus stops, p. 51, para. 160.
- Cab ranks, p. 52, para. 164.
- Direction signs, 2 P: 52, para. 163.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- “Halt,” p. 51, para. 159.
- Kerbs etc., white paint on, p. 52, para. 161
- “No Parking,” p. 51, Para. 159.
- One-way streets, “Look Left” and “Look Right”, p. 51, para. 156; diagram 123.
- One-way streets, “Turn Left” and
- “Turn Right,” etc.,-p. 51, para. 157.
- Parking places, p. 52, ‘para. 164.
- Pedestrian crossings, p. 56, para. 181.
- “Slow,” p. 51, para. 158; diagram 124.
- White lines, see “White lines.”
- Cattle on road, warning signs for, p. 24, para. 61; diagram 39.
- Cautionary sign, adopted by Geneva 1931
- Conference, p. 34, para. 102 (ii).
- Chequer marking :
- On approach direction signs, p. 38, para. 113 (iii), (iv); diagrams 80 and 81; p. 39, para. 115; diagram 85; p. 39, para. 116; diagram 86.
- On flag type direction signs, p. 41, para. 122; diagrams 94 and 96.
- On route identification signs, p. 41, para. 123; diagram 99.
- Children on road:
- Mandatory sign, “Stop, Children Crossing,” p. 33, para. 97 ; diagram 71.
- Warning sign, p. 22, para. 49; diagram 20.
- Classification numbers, use as route numbers, p. 36, paras. 106 and 107.
- Clarity, importance of, in signs, p. 10, para. 10.
- Clearance between signs and traffic, p. 15, para. 22.
- Colour of signs :
- Comparison of International and British practice, p. 10, para. 13.
- General recommendations, p. 14, para. 18.
- Local approach direction signs in towns, p. 42, para. 124.
- Markings on carriageway, p. 52, para. 165.
- Posts supporting signs, p. 14, para. 19.
- Through approach direction signs in towns, p. 40, para. 121.
- Use of colours of approved organisations on:
- Badges on signs, p. 20, para. 34; Appendix V.
- Temporary direction signs, p. 20, para. 35.
- White lines. p. 50, para. 153.
- Committee, composition of, page 1.
- Committee on Traffic Signs, 1933, Report of, p. 2, para. 1.
- Conferences, International, see “International Conferences.”
- Conspicuity of signs:
- Attention to, p. 9, para. 9.
- By night, p. 16, paras. 25 and 26.
- Effect of background on, p. 9, para. 9; p. 15, para. 22.
- Use of colour on approach direction signs in town areas, p. 40, para. 121 ; p. 42, para. 124.
- Construction of signs and posts, p. 14, para. 1
- Consultation with police, see “Police.”
- Control of advertising signs, p. 17, para. 27.
- Control of temporary alternating one-way traffic, p. 19, para. 31.
- Conventions, International, see “International Conferences.”
- Crossing, children, mandatory sign, “Stop, Children Crossing,” p. 33, para. 97; diagram 71.
- Crossings, level, see “Level crossings.”
- Crossings, pedestrian, see “Pedestrian crossings.”
- Cross roads, warning sign, p. 10, para 13; p. 21, para. 37; diagram 1.
- Curves, horizontal and vertical, white lines at, p. 49, para. 148.
- “Cyclists and Service Road,” informative sign, p. 44, para. 134; diagram 110.
- “Cyclists Only,” informative sign, p. 44, para. 133; diagram 109.
- Cyclists Touring Club, see “Approved organisations.”
D
- Danger, use of word on signs, p. 26, para. 72 (b).
- Deep ford, warning sign for, p. 24, para. 59.
- Definition of traffic signs p. 8, para. 7.
- Departmental Committee on Traffic Signs, 1933, p. 2, paras. 1 and 2.
- Depth gauges at fords, p. 24, para. 60.
- Design of:
- Mandatory signs, general principles, p. 34, para. 101.
- Prohibitory signs, general principles, p. 31, para. 86.
- Warning signs, general principles, p. 26, para. 72.
- Dimensions, maximum, for bollards, p. 17, para. 28.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- Direction Signs :
- Agreed by Geneva 1931 Conference, p. 34, para. 102 (v).
- Marked on carriageway, p. 52, para. 163.
- Definition of, p. 36, para. 105.
- For footpaths, Pp. 42, para. 125.
- For local traffic, p. 42, para. 124; diagrams 101 and 102.
- To parking places, p. 35, para. 103; diagram 75.
- To public buildings, etc., p. 43, para. 126.
- Temporary, supplied by approved organisations, p. 20, para. 35.
- Direction signs for through traffic, approach direction signs:
- For by-pass roads, p. 39, para. 116; diagram 86.
- Chequer panel on, p. 38, para. 113 (iii) and (iv); diagrams 80 and 81; p. 39, para. 115; diagram 85; p. 39, para. 116; diagram 86.
- Coloured surround in towns, p. 40, para. 121.
- For dual carriageways, Pp. 39, para. 117; diagrams 87, 88 and 89.
- For holed junctions, p. 40, para. 118; diagram 90.;
- Fork left (or right) at “ Y”’ junctions, p. 40, para. 119; diagram 91.
- General description, p. 37, para. 109.
- For ring roads, p. 39, para. 115; diagram 85.
- For road junctions, p. 38, para. 113; diagrams 78 to 83.
- For roundabouts, p. 39, para. 114; diagram 84.
- Size of letters and numerals in place names and route numbers, p. 38, Para. 110.
- Where space restricted, p. 40, para. 120; diagram 92.
- Direction signs for through traffic :
- Flag or pointer type signs for erection at junctions, p. 41, para. 122; diagrams 93 to 97
- Information which system should give, p. 36, para. 106.
- Place names alone not sufficient, p. 36, para. 106.
- Route number system should be more widely known, p. 36, para. 107.
- Use of route numbers on, p. 36, para. 106.
- Disc, red:
- On prohibitory signs, p. 27, para. 75; p. 31, para. 86.
- Reflecting lenses on, p. 17, para. 26.
- Distance between warning and informative signs and place to which they apply, p. 15, para. 22.
- Diversion of traffic, temporary signs for, p. 20, para. 35.
- “Double Bend,” warning signs for, p. 10, para. 13; p. 21, para. 41 ; diagrams 11, 12 and 13.
- “Dual Carriageway Ahead,” informative sign, p. 44, para. 135 ; diagram 111.
- “Dual Carriageway, Turn Left,” mandatory sign, p. 32, para. 94; diagrams 67 and 68.
- Dual Carriageways:
- Approach direction signs tor, p. 39, para. 117; diagrams 87, 88 and 89.
- Regulation of traffic on, p. 19, para. 30; Appendix IV.
- Sign-posting of, p. 19, para. 30.
E
- Entrances to private premises:
- Signs restricting use of access, para. 83.
- Warning signs for, p. 26, para. 69.
- Excavations in road:
- Marking and lighting of, p. 18, para. 29; Appendix III.
- Temporary alternating one-way traffic at, p. 19, para. 31.
- Existing sign-posting system, p. 2, para. 2.
- Existing signs, supersession of, p. 12, para. 15.
- Evolution of existing sign-posting system, p. 8, para. 6.
F
- “Ferry Stopped,” informative sign, p. 45, para. 140.
- Filtering traffic :
- Green arrow on traffic signals, p. 53, para. 169.
- Lay-out of white lines for, p. 48, paras. 146 and 147; diagram 119.
- Finger-post direction signs, p. 42, para. 124; diagram 101.
- First-aid post, International sign for, p. 34, para. 102 (iii).
- Flag type direction signs at junctions, p. 41, para. 122; diagrams 93 to 97.
- Flashing beacons, p. 26, para. 71.
- Flexible progressive systems of traffic signal control, p. 53, para. 171.
- Fly-over junctions, approach direction signs for, p. 40, para. 118; diagram 90.
- Footpaths, public, direction signs for, p. 42, para. 125; diagram 103.
- Foot pavements, markings on, p. 52, para. 166.
- Fords:
- Depth gauges at, p. 24, para. 60.
- Warning signs for, p. 24, para. 59; diagrams 37 and 38.
G
- “Gate Across Road,” warning sign, p. 25, para. 63; diagram 41.
- “Gates Closed” (at swing bridges), p. 24, para. 58; diagram 36.
- General considerations affecting traffic signs, Section I, p. 8, paras. 6 to 15.
- General Principles:
- Agreed by International Conferences, p. 10, para. 13.
- Applicable to all traffic signs, p. 9, para. 8
- For mandatory signs, p. 34, para. 101.
- For prohibitory signs, p. 31, para. 86.
- For warning signs, p. 26, para. 72.
- Geneva 1931 Conference, see “International Conferences.”
- Geneva 1931 Convention, see “International Conferences.”
- Geneva Red Cross, use of on traffic signs, p. 34, para. 102 (iii).
- “Go” and “Stop” signs for temporary alternating one-way traffic, p. 33, para. 99; diagram 73.
- Green arrow on traffic light signals, p. 53, para. 169.
- Guard posts on refuges, dimensions and lighting of, p. 18, Para. 28; Appendix II.
- Guarded level crossings, see “Level crossings.”
H
- “Halt at Major Road Ahead,” mandatory sign:
- Conformity with International practice, p. 10, para. 13.
- Sign recommended, p. 33, para. 96; diagram 70.
- Stop line at, p. 48, para. 146.
- “Halt,” marked on carriageway, p. 51, para. 159.
- Height of signs, p. 16, para. 23.
- Highway authorities :
- Powers of, see “Powers.”
- Review of signs by, p. 12, para. 14.
- Highway Code, should contain explanation of through direction sign-posting system, p. 36, para. 107 (d).
- Hill, steep, warning sign for, p. 22, para. 46; diagram 17.
- Additional sign, “Low Gear for Miles,” p. 22, para. 47; diagram 18.
- History of this country’s sign-posting system, p. 8, para. 6.
- Horses on road, warning signs for, p. 24, para. 61.
- “Hospital ” sign :
- Informative sign recommended, p. 43, para. 129; diagram 104.
- Use of Geneva Red Cross on, p. 34, para. 102 (ili).
- Hounds on road, warning signs for, p. 24, para. 61.
- Hump bridge, warning sign for, p. 23, para. 55 diagrams 27 and 28
I
- Identification of route, sign for, p. 41, para. 123; 'diagrams 98, 99 and 100.
- Illuminated advertising signs, control of, p. 17, para. 27.
- Illumination of signs :
- Beacon at pedestrian crossings, p. 56, para. 180.
- Bollards at street refuges, p. 17, para. 28; Appendix II.
- Brightness of, p. 16, para. 25.
- Importance of maintenance, p. 14, para. 20.
- Method of, p. 16, para. 24.
- “In” sign at vehicular accesses to highway, p. 30, para. 83.
- Informative signs, Part II E, p. 34, paras. 102 to 144.
- Adopted by Geneva 1931 Conference, p. 34, para. 102.
- Comparison of International and British practice, p. 10, para. 13.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- Distance from place to which they apply, p. 15, para. 22.
- International Conferences, p. 10, para. 13.
- Comparison of International and British practice, p. 10, para. 13.
- Informative signs adopted by Geneva 1931 Conference, p. 34, para. 102.
- Mandatory signs adopted by Geneva 1931 Conference, p. 32, para. 88.
- Prohibitory signs adopted by Geneva 1931 Conference, p. 27, para. 74.
- Replacement of “Bend” signs adopted by Paris 1926 Conference, p. 10, para. 135 p. 21, para. 41.
- Warning signs adopted by Paris 1926 Conference, p. 10, para. 13.
- Islands in carriageway:
- Dimensions and illumination of bollards and posts on, p. 17, para. 28; Appendix II.
- White lines at, p. 49, para. 149.
J
- Junctions :
- Direction signs at, see “Direction signs.”
- White lines at, p. 48, paras. 146 and 147; diagrams 119, 120 and 121.
- Warning signs for, p. 21, paras. 37 to 40; diagrams 1 to 6.
K
- “Keep Left, Dual Carriageway,” mandatory sign, Pp. 32, para. 93; diagrams 65 and 66.
- “Keep Left, One Way Only” mandatory sign, p. 32, para. 92; diagram 64.
- Keep Left’
- Signs recommended, P. 33, para. 95; diagram 69.
- Use of sign on bollards on central refuges, p. 17, para. 28.
- “Keep to Nearside Lane Except when Overtaking” informative sign, p. 43, para. 130; diagram 106.
- Kerbs:
- Marking with white paint, p. 52, para. 161,
- Reflecting lenses on, p. 52, para. 162.
L
- Lane markings on carriageway:
- At junctions, p. 49, para. 147.
- On open road, p. 49, para. 150.
- Legibility of:
- Illuminated signs, p. 16, paras. 24 and 25.
- Letters fitted with reflecting lenses, p. 17, para. 26.
- Signs, effect of colour on, p. 14, para. 18.
- Lens, size of, in traffic signals, p. 53, para. 170.
- Lenses, reflecting, see “Reflecting lenses.”
- Lettering:
- Colour of, p. 14, para. 18.
- Form of, standard alphabet, p. 15, para. 21; Appendix I.
- Reflecting lenses in, p. 17, para. 26.
- Size of, on approach direction signs, p. 38, para. 110.
- Size of, on signs generally, p. 17, para. 26.
- Size of, on warning signs, p. 26, para. 72 (c).
- Level Crossings :
- Guarded crossings, warning sign for, p. 22, para. 45 ; diagram 16.
- “Stop ” signs at, p. 34, paras. 100 and 101 (d) and (e).
- Unguarded crossings, warning sign for, p. 22, para. 44; diagram 15.
- Light signals, see “Traffic light signals.”
- Lighting and marking of road excavations and obstructions, p. 18, para. 29; Appendix III.
- Lighting of posts or bollards on street refuges, p. 17, para. 28; Appendix II.
- Lighting of signs, see “Illumination of signs.”
- Limitation of speed, signs imposing, p. 27, para. 76; p. 29, para. 81; diagrams 53 to 59.
- Limitation of weight, signs imposing, p. 28, para. 80; diagrams 51 and 52.
- Local direction signposting, see “Direction signs.”
- “Look Left” and “Look Right”, on carriageway of one-way streets, p. 51, para. 156; diagram 123.
M
- Maintenance of signs, p. 14, para. 20.
- Major Road Ahead :
- Halt at, mandatory sign, p. 33, para. 96; 'diagram 70.
- International sign, indicating, p. 10, para. 13.
- Slow, warning sign, p. 21, para. 39; diagram 3.
- Mandatory signs, Part II, D, p. 31, paras. 87 to 101.
- Adopted by Geneva 1931 Conference, p. 32, para. 88.
- Comparison of International and British practice, p. 10, para. 13.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- General Principles, p. 34, para. ror.
- Meaning of term, p. 31, para. 87.
- Marking and lighting of road excavations and obstructions, p. 18, para. 29; Appendix III.
- Markings on carriageway, see “Carriageway markings.”
- Materials for:
- Signs and posts, p. 14, para. 19.
- White lines, p. 51, para. 155.
- Other carriageway markings, p. 52, para. 105
- Milestones, p. 45, para. 143.
- Minister of War Transport, powers of, see “Powers.”
- Misleading signs, removal of, p. 12, para. 14.
N
- Names, street, display of, p. 46, para. 144.
- Narrow Bridge, warning sign for, p. 23, para. 53; diagrams 24 and 25
- Additional warning sign, “Single Line Traffic,” p. 23, para. 54; diagram 26.
- Narrow Road, warning sign, “Single Track Road with Passing Places,” p. 23, para. 52; diagram 23.
- Narrowing Road, warning sign, “Road Narrows,” p. 23, para. 50; diagram 21.
- National Trust properties, direction signs to, p. 43, para. 126.
- New signs, design of:
- Mandatory signs, p. 34, para. 101.
- Prohibitory signs, p. 31, para. 86.
- Warning signs, p. 26, para. 72.
- “No Entry”
- International sign, p. 27, para. 74.
- Recommend sign, p. 28, para. 78; 'diagrams 47, 48 and 49.
- Sign at vehicular access to highway, p. 30, para. 83.
- “No Exit,” sigh at vehicular access to highway, p. 30, para. 83.
- “No Left Turn,” see “No Right Turn.”
- “No Overtaking” sign, p. 30, para. 84.
- “No Parking”:
- Marked on carriageway, p. 51, para. 159.
- Sign for, p. 30, para. 85.
- “No Reversing into Street,” sign at vehicular access to highway, p. 30, para. 83 ; diagram 61.
- “No Right Turn”:
- Prohibitory sign, p. 28, para. 79; diagram 50.
- Prohibitory sign, at traffic signals, p. 55, para. 176; diagrams 126 and 128.
- “No Through Road,” informative sign, p. 43, para. 131; diagram 106.
- “No Through Road for Motor Vehicles,” informative sign, p. 43, para. 131; diagram 107.
- “No Waiting”:
- Marked on carriageway, at bus stops, p. 51, para. 160.
- Sign, p. 29, para. 82; diagram 60.
- Numbers, route, see “Route numbers.”
- Numbers, street, allocation and display of, p. 46, para. 144.
- Numerals:
- Size of, on approach direction signs, p. 38, para, 110.
- Standard form recommended, p. 15, para. 21; Appendix I.
O
- Obstructions in road:
- Marking and lighting of, p. 18, para. 29; Appendix III.
- Temporary alternating one-way traffic at, p. 19, para. 31.
- Omnibus stopping places, see “Public service vehicle stopping places.”
- One-way street:
- Carriageway markings for pedestrians on, p. 51, para. 156; diagram 123.
- Carriageway markings for vehicular traffic on, p. 51, para. 157.
- Informative sign for pedestrians on, p. 44, para. 136; diagram 112.
- “Pass Either Side” sign, on central islands on, p. 44, para. 139; diagram 115.
- One-way traffic, temporary alternating, p. 19, para. 31.
- Opening bridge, see “Swing bridge.”
- Orders, traffic, under Towns Police Clauses Act, 1847, p. 19, para. 32.
- Organisations, approved, see “Approved organisations.”
P
- Parking:
- “No Parking,” sign on carriageway, p. 51, para. 159.
- Signs prohibiting, p. 30, para. 85.
- Parking Place:
- Carriageway markings defining, p. 52, para. 164.
- Direction sign to, p. 35, para. 103; diagram 75.
- International sign indicating, p. 34, para. 102 (i).
- Informative sign indicating, p. 35, para. 103; diagram 74.
- Paris 1926 Conference, see “International Conferences.”
- Paris 1926 Convention, see “International Conferences.”
- “Pass Either Side,” informative sign, p. 44, para. 139; diagram 115.
- Passing place, informative sign indicating, p. 44, para. 138; diagram 114.
- Pedestrian Crossings, Part V, p. 56, paras. 179 to 182.
- Advance warning sign for, p. 25, para. 66; p. 57, para. 182; diagram 44.
- Beacons, illumination of, p. 56, para. 180.
- Carriageway markings at, p. 56, para. 181.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- Studs, dimensions, colour and spacing of, p. 56, para. 181.
- Pedestrians:
- Light signals and, p. 54, para. 173.
- Signs for in one-way streets, p. 44, para. 136; diagram 112; p. 51, para. 156; diagram 123.
- Petrol filling stations:
- Informative signs for, Signs restricting use to, p. 30, para. 83.
- Pinch point, tram, warning sign for, p. 23, para. 51; diagram 22.
- Place name signs:
- International sign, p. 34, para. 102 (iv).
- Signs recommended, p. 35, para. 104; diagrams 76 and 77.
- Place names, abbreviation of, p. 43, para. 127.
- Place names on direction signs:
- signs, p. 42, para. 124.
- Not alone sufficient for through sign-posting, p. 36, para. 106.
- On through approach direction signs, selection of, p. 38, para. 111.
- On through approach direction signs, size of letters in, p. 38, para. 110.
- Pointer type through direction signs, p. 41, para. 122 ; diagrams 93 to 97.
- Police, collaboration and consultation with:
- General, p. 8, para. 7.
- Routeing of special traffic or diversion of traffic, p. 20, para. 35.
- Siting of stop lines, p. 48, para. 146.
- Temporary alternating one-way traffic, p. 19, para. 31.
- Police-controlled junctions, white lines at, p. 48, para. 146, 147.
- Police Stations, direction signs to, p. 43, para. 126.
- Ponies on road, warning signs for, p. 24, para. 61; diagram 39.
- Post Offices, direction signs to, p. 43, para. 126.
- Posts or bollards on street refuges, lighting and dimensions of, p. 17, para. 28; Appendix II.
- Posts, safety, indicating limits of carriageway, p. 25, para. 62; diagram 40.
- Posts supporting signs, materials marking of, p. 14, para. 19.
- Powers: Of highway authorities to erect traffic signs, p. 8, para. 7.
- Of highway authorities to require or undertake removal of unauthorised, etc. signs, p. 12, para. 14.
- Of highway authorities to make traffic Orders under Towns Police Clauses Act, 1847, p. 19, para. 32.
- Of highway authorities to require use of signs for control of traffic where carriageway width restricted by works, p. 19, para. 31.
- Of Minister to prescribe traffic signs, p. 8, para. 7.
- Of Minister to require or undertake removal of unauthorised, etc. signs, p. 12, para. 14.
- Principles of signposting, see “General principles.”
- Private premises, access from, to highway:
- Signs controlling use of, p. 30, para. 83; diagram 61.
- Warning signs for, p. 26, para. 69.
- Prohibitory Signs, Part II, C, p. 27, paras 73 to 86
- Adopted by Geneva 1931 Conference, p. 27, para. 74.
- Comparison of International and British practice, p. 10, para. 13.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- General principles governing design of, p. 31, para. 86.
- Meaning of term, p. 27, para. 73.
- Provisional Regulations, Traffic Signs (Size, Colour and Type), 1933, p. 2, para. 1.
- Public buildings, direction signs to, p. 43, para. 126.
- Public service vehicle stopping places:
- Carriageway markings at, p. 51, para. 160.
- Signs indicating, p. 45, para. I
- Supply of signs by transport and undertakings, p. 19, para. 33.
R
- Railway stations, direction signs to, p. 43, para. 126.
- Recommendations:
- Summary of, p. 3, para. 5.
- Urgency of, p. 12, para. 15.
- Red Cross, Geneva, use of on signs, p. 34, para. 102 (i111).
- Red disc:
- Reflecting lenses on, p. 17, para. 26.
- Use of on prohibitory signs, p. 27, para. 753 p. 31, para. 86.
- Red ring :
- Reflecting lenses on, p. 17, para. 26.
- Use of on mandatory signs, p. 34, para. 101.
- Use of on prohibitory signs, p. 27, para. 76; p. 31, para. 86.
- “Red, signal,”’ standard colour, p. 14, para. 18.
- Red triangle:
- Reflecting lenses on, p. 17, para. 26,
- Use of on warning signs, p. 26, para. 72.
- Redundant signs, removal of, p. 12, para. 14.
- Reference, terms of, p. 1.
- Reflecting arrows, large, at bends, p: 22, para. 43.
- Reflecting lenses:
- In advertising signs, p. 17, para. 27.
- Conditions under which effective, p. 16, para. 243 p. 50, para. 152.
- On kerbs, p. 52, para. 162.
- On lettering on signs, p. 17, para. 26.
- Recommendations for use, p. 16, paras. 24 and 26.
- Red, in red triangle, disc or ring, p. 17, para. 26.
- On safety posts, p. 25, para. 62; diagram 40
- Standard specification for optical properties should be prepared, p. 17, para. 26.
- In studs at pedestrian crossings, p. 56, para. 181.
- In studs in white lines, p. 50, para. 152.
- On symbols on warning signs, p. 17, para. 26; p. 20, para. 36.
- Refuges, street:
- Bollards and posts on, lighting and dimensions of, p. 17, para. 28; Appendix II,
- White lines at, p. 49, para. 149; diagram 122.
- Regulation of traffic under Towns Police Clauses Act, 1847, p. 19, para. 32.
- Regulations :
- Recommended for control of traffic on dual carriageways, p. 19, para. 30; Appendix IV.
- Recommended for marking:and lighting of road excavations and obstructions, p. 18, para. 29; Appendix III.
- Traffic Signs (Size, Colour and Type), Provisional, 1933, p. 2, para. 1; p.8, para. 7.
- Removal of unauthorised, misleading and redundant signs, p. 12, para. 14.
- Repairs, road, lighting and marking of, p. 18, para. 29; Appendix III.
- Replacement of existing signs by new signs, p. 12, para. 15.
- Report of the Departmental Committee on Traffic Signs, 1933, p. 2, para. 1.
- Restriction of Ribbon Development Act, 1935, signs indicating restrictions on use of accesses, p. 30, para. 83; diagram 61.
- Restricted space, approach direction sign in, p. 40, para. 120; diagram 92.
- Restrictions on use of highway, indicating, p. 27, para. 73.
- Review of existing signs recommended, p. 12, para. 14.
- Ring roads, approach direction signs for, p. 39, para. 115; diagram 85.
- Ring, red:
- Reflecting lenses on, p. 17, para. 26.
- Use of on mandatory signs, p. 34, para. 101.
- Use of on prohibitory signs, p. 27, para. 76; p. 31, para. 86
- Road excavations and obstructions:
- Marking and lighting of, p. 18, para. 29; Appendix III.
- One-way traffic working at, p. 19, para. 31.
- Road junctions, warning signs for, p. 21, paras. 37 to 40; diagrams 1 to 6.
- “Road Narrows,” warning sign, p. 23, para. 50 ; diagram 21.
- Roadside traffic signs, classes of signs included, p. 13, para. 16.
- Road Traffic Acts, 1930 and 1934, provisions of, relating to traffic signs, p. 8, para. 7.
- “Road Traffic Officer, Stop,” mandatory sign, p. 33, para. 98.
- “Road Works Ahead,” warning sign, p. 25, para. 65; diagram 43.
- Roundabout:
- Approach direction sign at, p. 39, para. 114; diagram 84.
- Warning sign for, p. 21, para. 38; diagram 2.
- Route identification signs, p. 41, para. 123; diagrams 98, 99 and 100.
- Route numbers:
- Alterations of, p. 36, para. 107 (b) and (c).
- Basis of through direction signposting, p. 36, para. 106.
- Should be printed on all maps intended for road users, p. 36, para. 107 (a).
- Size of letters and numerals in, on approach direction signs, p. 38, para. 110.
- Royal Automobile Club, see “Approved organisations.”
- Royal Scottish Automobile Club, see “Approved organisations.”
S
- Safety posts, indicating limits of carriageway, p. 25, para. 62; diagram 40.
- School, warning sign for, p. 22, para. 48; diagram 19.
- Scope of review undertaken by Committee, p. 2, para. 1.
- “Service Road, Cyclists and,” informative sign, p. 44, para. 134; diagram 110.
- Shape and colour of signs, comparison of International and British practice, p. 10, para. 13.
- Sheep on road, warning signs for, p. 24, para. 61; diagram 39.
- “Signal red,” standard colour, p. 14, para. 18.
- Signals, traffic light, see “Traffic light signals.”
- “Signals Ahead,” warning sign, p. 25, para. 64; p. 56, para. 178; diagram 42.
- Signs, traffic, definition of, p. 8, para. 7.
- Single line traffic, temporary alternating, p. 19, para. 31. .
- “Single Line Traffic,” warning sign at narrow. bridges,' p. 23, para. 54; diagram 26.
- “Single Track Road with Passing Places,” warning sign, p. 23, para. 52; diagram 23.
- Siting of signs :
- General principles, p. 10, para. 11.
- Recommendations on, p. 15, para. 22.
- Size of bollards on traffic islands, p. para. 28.
- Size of letters :
- On approach direction signs, p. 38, para. 110.
- On signs generally, p. 17, para. 26.
- On warning signs, p. 26, para. 72 (c).
- Size of traffic signs, p. 14, para. 17.
- “Slow,” marked on carriageway, p. 51, para. 158.
- “Slow, Major Road Ahead,” warning sign, p. 21, para. 39 ; diagram 3.
- Specifications, standard, see “British Standards Institution.”
- Speed limits, signs indicating, p. 29, para. 81; diagrams 53 to 59.
- Standard specifications, see “British Standards Institution.”
- Station, bus, police or railway, direction signs to, p. 43, para. 126.
- Steep hill, warning sign for, p. 22, para. 46; diagram 17.
- Additional sign, “Low Gear for Miles,” p. 22, para. 47; diagram 18.
- “Stop, Children Crossing,” mandatory sign, p. 33, para. 97; diagram 71.
- “Stop for Weight Check,”’ mandatory sign, p. 33, para. 98; diagram 72.
- “Stop” and “‘Go”’, signs for temporary alternating one-way traffic, p. 33, para. 99; diagram 73.
- Stop lines on carriageway, p. 48, para. 146; diagrams 119 and 120.
- “Stop, Road Traffic Officer,’ mandatory sign, p. 33, para. 98.
- “Stop”’ signs at swing bridges or level crossings, p. 34, para. 100.
- Stopping places for public service vehicles:
- Carriageway markings at, p. 51, para. 160.
- Signs indicating, p. 45, para. 141.
- Supply of signs by transport undertakings, p. 19, para, 33.
- Street name-plates, display of, p. 46, para. 144; diagrams 117 and 118.
- Street numbers, allocation and display of, p. 46, para. 144.
- Street refuges, lighting and dimensions of bollards or posts on, p. 17, para. 28; Appendix II.
- Studs in carriageway:
- At cab ranks and parking places, p. 52, para. 164.
- At pedestrian crossings, p. 56, para. 181.
- Studs with reflecting lenses, in carriageway :
- At pedestrian crossings, p. 56, para. 181 (e)
- In longitudinal white lines, p. 50, para. 152.
- Substitution of new signs for existing, p. 12, para. 15.
- Succession of bends, warning sign for, p. 31, para. 42; diagram 14.
- Summary of recommendations, p. 3, para. 5.
- Supply of traffic signs :
- By approved organisations, p. 19, para. 33.
- Bearing advertising matter, p. 19, para. 33.
- For bus stops, etc. by transport undertakings, p. 19, para. 33.
- Surround, coloured, on approach direction signs in towns:
- Through signs, p. 40, para. 121.
- Local signs, p. 42, para. 124.
- Swing bridges :
- “Stop” signs at, p. 34, para. 100.
- Warning sign for, p. 24, para. diagram 35.
- Additional sign “Gates Closed,” p. 24, para. 58 ; diagram 36.
- Symbols:
- On mandatory signs, p. 13; p. 32, para. 88.
- On prohibitory signs, p. 10, para. 13; p. 27, para. 74.
- On signs generally, p. 10, para. 10.
- On warning signs, p. 20, para. 36.
- On warning signs, fitting of reflecting lenses in, p. 17, para. 26.
- On warning signs, use of new symbols, p. 26, para. 72.
T
- Temporary alternating one-way traffic, control of, p. 19, para. 31.
- Temporary direction or. diversion signs supplied by approved organisations, p. 20, para. 35.
- Terms of reference, p. 1.
- Through direction signposting, see “Direction signs.”
- Town areas, definition of for purposes of use of coloured surround on approach direction signs, p. 40, para. 121.
- Towns Police Clauses Act, 1847, Traffic Orders under, p. 19, para. 32.
- “Traffic blue,” standard ‘colour, p. para. 18.
- Traffic control, temporary alternating one-way traffic, p. 19, para. 31.
- “Trafic green,” standard colour, p. para. 18.
- Traffic lanes, white lines marking:
- At junctions, p. 49, para. 147; diagram 119.
- On open road, p. 49, para. 150.
- Traffic light signals:
- Advance warning sign, p. 25, para. 64; p. 56, para. 178; diagram 42.
- All-red period to clear junction, p. 53, para. 168.
- All-red period for pedestrians, p. 54, para. 173.
- Amber period, duration of, p. 53, para. 168.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- Flexible progressive systems, p. 53, para. 171.
- Green arrow, use of, p. 53, para. 169.
- Hours of operation, p. 55, para. 174.
- Isolated fixed time installations, review of, p. 55, Para. 175.
- Lens, size of, p. 53, para. 170.
- Pedestrians and, p. 54, para. 173.
- Portable, for temporary traffic control, p. 56, para. 177.
- Red-with-Amber, experimental omission or from signal sequence, p. 53, para. 168.
- Signs attached to signal head, “No Right Turn,” “Turn Left,” etc., p. 55, para. 176 ; diagrams 125 to 128.
- Vehicle actuated systems, p. 54, para. 172.
- White lines at junctions controlled by, p. 48, paras. 146 and 147 ; diagram 119.
- Traffic Orders under Towns Police Clauses Act, 1847, p. 19, para. 32.
- Traffic Signs (Size, Colour and Type) Provisional Regulations, 1933, p. 2, para. 1; p. 8, para. 7.
- Tram pinch point, warning sign for p. 23, para. 51 ; dtagram 22.
- Tram stops. see “Public service vehicle stopping places.”
- Transport undertakings, supply of bus stop, etc. signs by, p. 19, para. 33.
- Triangle, red reflecting lenses in, p. 17, para. 26.
- Use of on warning signs, p. 26, para. 72.
- Troops, signs warning of presence of, p. 26,
para. 68.
- “Tunnel Closed,” informative sign, p. 45, para. 140.
- “Turn Left” :
- Mandatory sign, Pp. 32, para. 91 ; diagram 3.
- At traffic signals, p. 53, para. 169 3 p. 55, para. 176 ; diagrams 125 and 127.
- “Turn Left, One Way Only,” mandatory sign, p. 32, para. go ; diagram 62.
- ‘Turn Right,” etc., see & Turn Left,” etc.
- ‘Two-way road, warning sign for, p. 25, para. 67 ; “diagrams 45 and 46.
U
- Unauthorised signs, removal of, p. 12, para. 14.
- Uneven section of road, International warning sign for, p. 10, para. 13.
- Unguarded level crossings, see “Level crossings.”
- Uniformity, need for, p. 10, para. 12.
- Unilateral waiting, signs indicating, :p. 29, para. 82 ; diagrams 60.
- “Unsuitable for Motor Vehicles,” informative sign, p. 44, para. 132; diagram 108.
- Urgency of recommendations, p. 12, para. 15.
V
- Vehicle actuated systems of traffic signals, p. 54, para. 172.
- Visibility restrcited at curves, white lines at, p. 49. para. 148.
Visibility of signs, should not be obscured by vegetation, p. 14, para. 20.
W
- Waiting, prohibition or restriction of :
- Carriageway markings at bus stops, p. 51, para. 160.
- Signs recommended, p. 29, para. 82; diagram 60.
- Warning Signs, Part II, B, p. 20, paras. 36 to 72.
- Adopted by International Conferences, p. 10, para. 13.
- Comparison of International and British practice, p. 10, para. 13.
- Directions issued by Minister under Section 48 (1) of Road Traffic Act, 1930, p. 8, para. 7.
- Distance from sign to point of danger, p. 10, para. 11; p. 15, para. 22.
- General principles governing design, p. 26, para. 72.
- Use of symbols on, p. 20, para. 36 ; p. 26, para. 72 (c).
- Weight Check, Stop for,” mandatory sign, p. 33, para. of : diagram 72.
- Weight restrictions, signs imposing, p. 28, para. 80; diagrams 51 and 52.
- White lines and other traffic signs on the carriageway, Part III, p. 48, paras. 145 to 166.
- White lines :
- Colour of, p. 50, para. 153.
- At central refuges, Pp. 49, para. 149.
- At curves, horizontal and vertical, p. 49, para. 148.
- Defining carriageway boundary, p. 50, para. 151.
- Defining traffic lanes:
- At junctions, p. 49, para. 147; diagram 119.
- On open road, p. 49, para. 150.
- Longitudinal, at Junctions, p. 49, para. 147; diagrams 119 to 122.
- Materials for, p. 51, para. 155.
- Purposes for which they may be used, p. 48, para. 145.
- Reflecting lenses in studs in, p. 50, para. 152.
- Transverse, as stop lines, p. 48, para. 146; diagrams 119 and 120.
- Width of, p. 51, para. 154.
- (For details of “other traffic signs on the carriageway” see “Carriageway markings.”)
Y
- “Y” Junctions, approach direction sign for, p. 40, para. 119; diagram 91.
LONDON
PUBLISHED BY HIS MAJESTY'S STATIONERY OFFICE
To be purchased directly from H.M. STATIONERY OFFICE at the following addresses:
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1946
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