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.
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